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WO2010050016A1 - Dispositif de commande pour transmission automatique - Google Patents

Dispositif de commande pour transmission automatique Download PDF

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Publication number
WO2010050016A1
WO2010050016A1 PCT/JP2008/069649 JP2008069649W WO2010050016A1 WO 2010050016 A1 WO2010050016 A1 WO 2010050016A1 JP 2008069649 W JP2008069649 W JP 2008069649W WO 2010050016 A1 WO2010050016 A1 WO 2010050016A1
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WO
WIPO (PCT)
Prior art keywords
candidate
automatic transmission
driving force
combination
shift
Prior art date
Legal status (The legal status 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 status listed.)
Ceased
Application number
PCT/JP2008/069649
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English (en)
Japanese (ja)
Inventor
則己 浅原
種甲 金
雅人 吉川
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Toyota Motor Corp
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Toyota Motor Corp
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Filing date
Publication date
Application filed by Toyota Motor Corp filed Critical Toyota Motor Corp
Priority to PCT/JP2008/069649 priority Critical patent/WO2010050016A1/fr
Publication of WO2010050016A1 publication Critical patent/WO2010050016A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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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
    • F16H61/02—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used
    • F16H61/0202—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric
    • F16H61/0204—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric for gearshift control, e.g. control functions for performing shifting or generation of shift signal
    • F16H61/0213—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric for gearshift control, e.g. control functions for performing shifting or generation of shift signal characterised by the method for generating shift signals
    • 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
    • F16H59/74—Inputs being a function of engine parameters

Definitions

  • the present invention relates to a control device for an automatic transmission that selects an optimum gear in accordance with various conditions from a plurality of shift speeds.
  • a shift stage is selected in accordance with various target conditions.
  • candidate gear speeds capable of realizing the target driving force are first selected, and the target engine torque and the engine speed for realizing the target driving force at each candidate gear speed are selected. Each calculation is performed. Then, the throttle opening for realizing the target engine torque and the engine speed at each candidate gear stage is obtained, the one having the best fuel consumption characteristics is selected from each throttle opening, and the throttle valve is opened. And a technique for controlling the automatic transmission to a gear position corresponding to the throttle opening degree.
  • Patent Document 1 a shift prohibition flag is set at a shift stage that cannot be selected because the target drive force cannot be realized, and the target drive force is selected from other shift stages at which the shift prohibition flag is not set.
  • a technique for selecting a material that can achieve good fuel consumption characteristics is also disclosed.
  • Patent Documents 2 and 3 disclose techniques for preventing a humming noise caused by engine vibration of an internal combustion engine.
  • the technique of Patent Document 2 when the automatic transmission is in a lock-up operation and the engine speed is determined to be equal to or less than a predetermined value, the shift stage of the automatic transmission is shifted down as compared with the normal shift control. Is.
  • generation of engine vibration due to excessive reduction in the engine speed is prevented, so that generation of a booming noise is prevented.
  • the technique of Patent Document 3 is to release the lockup clutch so that the slip amount is maximized when the automatic transmission is not in the lockup operation region, and absorb the torque fluctuation of the internal combustion engine by the torque converter. .
  • generation of engine vibration accompanying torque fluctuation of the internal combustion engine is prevented, so that generation of a booming noise is prevented.
  • JP-A-5-263904 Japanese Utility Model Publication No. 5-32869 JP-A-6-193727
  • the present invention improves the disadvantages of the conventional example, prevents the occurrence of a humming noise, and can generate a target driving force on the drive wheels while maintaining good fuel efficiency. It is an object of the present invention to provide a control device.
  • all operating points of the engine capable of realizing the target driving force are obtained for each shift stage of the automatic transmission, and the shift stages related to all the operating points are automatically determined.
  • All gear stage candidate setting means to be set as gear stage candidates for the transmission, and one of the gear stage candidates that can operate the engine and prevent the generation of a booming noise Selection candidate selection means for selecting noise based on the operating point; request speed setting means for setting the gear position candidate selected by the noise prevention candidate selection means as a required gear position of the automatic transmission; Shift control means for controlling the automatic transmission is provided.
  • a driving force is selected as the target driving force from among the gear speed candidates selected by the booming noise prevention candidate selecting means.
  • margin driving force candidate selecting means for selecting a margin having a predetermined size or more based on the operating point of the engine related to the gear position candidate.
  • the required shift state setting means is configured to set the shift speed candidate selected by the margin driving force candidate selection means as the required shift speed of the automatic transmission.
  • a gear having a good fuel consumption characteristic is selected from the gear speed candidates selected by the booming noise prevention candidate selecting means.
  • Optimal fuel consumption candidate selection means for selecting based on the operating point of the engine related to the stage candidate is provided.
  • the required shift state setting means is configured to set the shift speed candidate selected by the optimum fuel efficiency candidate selection means as the required shift speed of the automatic transmission.
  • the driving force is selected from the gear position candidates selected by the booming noise prevention candidate selecting means as the target driving force.
  • a margin driving force candidate selection means for selecting a margin having a margin of a predetermined size or more based on the operating point of the engine related to the gear position candidate, and a gear stage candidate selected by the margin driving force candidate selection means
  • an optimum fuel consumption candidate selecting means for selecting one having good fuel consumption characteristics based on the operating point of the engine related to the gear position candidate.
  • the required shift state setting means is configured to set the shift speed candidate selected by the optimum fuel efficiency candidate selection means as the required shift speed of the automatic transmission.
  • the invention according to claim 5 obtains all operating points of the engine capable of realizing the target driving force for each combination of the shift stage of the automatic transmission and the operating state of the lockup clutch.
  • All combination candidate setting means for setting the combinations related to all the operating points as the combination candidates of the shift stage of the automatic transmission and the operation state of the lock-up clutch, and the engine can be operated from the combination candidates and the noise
  • the selection of the noise prevention candidate selection means that can prevent the occurrence of the occurrence based on the operating point of the engine related to the combination candidate, and the shift of the automatic transmission related to the combination candidate selected by the noise reduction prevention candidate selection means
  • the operation state of the gear and the lock-up clutch is changed to the required gear of the automatic transmission and the required Requested shift state setting means for setting as a state, shift control means for controlling the automatic transmission so as to be in the requested shift stage, and lockup clutch control means for controlling the lockup clutch so as to be in the requested operation state Is provided.
  • the driving force is selected from the combination candidates selected by the booming noise prevention candidate selecting means with respect to the target driving force.
  • margin driving force candidate selection means for selecting a margin having a predetermined size or more based on the operating point of the engine related to the combination candidate.
  • the shift speed of the automatic transmission and the operating state of the lock-up clutch relating to the combination candidate selected by the margin driving force candidate selection means are set to the required shift speed of the automatic transmission and
  • the required shift state setting means is configured to set the required operation state of the lockup clutch.
  • a combination candidate having a good fuel consumption characteristic is selected from the combination candidates selected by the booming noise prevention candidate selecting means.
  • Optimal fuel consumption candidate selection means for selecting based on the operating point of the engine is provided.
  • the operating speed of the automatic transmission and the lock-up clutch according to the combination candidate selected by the optimum fuel efficiency candidate selecting means are set to the required speed of the automatic transmission and the The required shift state setting means is configured to set the lockup clutch as the required operating state.
  • the driving force is selected from the combination candidates selected by the booming noise prevention candidate selecting means with respect to the target driving force.
  • Margin driving force candidate selection means for selecting a margin having a predetermined size or more based on the operating point of the engine related to the combination candidate, and a combination candidate selected by the margin driving force candidate selection means
  • Optimal fuel consumption candidate selection means for selecting a fuel efficiency characteristic based on the operating point of the engine related to the combination candidate is provided.
  • the operating speed of the automatic transmission and the lock-up clutch according to the combination candidate selected by the optimum fuel efficiency candidate selecting means are set to the required speed of the automatic transmission and the The required shift state setting means is configured to set the lockup clutch as the required operating state.
  • the control device for an automatic transmission according to the present invention is one other than the gear stage of the automatic transmission that can first generate a target driving force and prevent the generation of a booming noise by the booming noise prevention candidate selecting means.
  • a combination other than the combination of the shift stage of the automatic transmission and the operation state of the lock-up clutch capable of generating the target driving force and preventing the generation of a booming noise is excluded. For this reason, this control device can prevent the occurrence of a booming noise.
  • this control device is a candidate that can generate the target driving force and that can prevent the generation of a booming noise, and has a driving force with a margin of a predetermined magnitude or more with respect to the target driving force.
  • this control device Since the selection is made, not only can the driver's discomfort due to the booming sound be prevented in advance, but also the drivability can be improved. In addition, since this control device selects a candidate with good fuel consumption characteristics from candidates that can generate the target driving force and prevent the generation of a booming noise, the driver's discomfort due to the booming noise. Can be prevented in advance, and fuel efficiency can be improved. In addition, this control device is a candidate that can generate the target driving force and that can prevent the generation of a booming noise, and has a driving force with a margin of a predetermined magnitude or more with respect to the target driving force. Among them, those with good fuel consumption characteristics are selected.
  • this control apparatus can not only prevent the driver's unpleasant feeling due to the booming noise in advance, but also achieve both improvement in drivability and improvement in fuel consumption characteristics.
  • the control device for an automatic transmission according to the present invention can improve the drivability and the functional blocks related to the selection requirements of the shift stage of the automatic transmission or the above combination that can prevent the occurrence of a booming noise.
  • Function block according to the selection requirements for the shift stage of the automatic transmission or the above combination that can ensure a sufficient margin driving force, and the function block according to the selection requirements for the shift stage of the automatic transmission or the above combination that can ensure the best fuel efficiency characteristics And can be set independently. Therefore, this automatic transmission control device can individually change the functional blocks related to the respective selection requirements.
  • the function blocks related to each selection requirement can be changed to new ones or newly constructed with less man-hours.
  • the other could become unsatisfied by establishing any one of prevention of muffler noise, improvement of drivability, and improvement of fuel consumption characteristics. It took a lot of man-hours to find the setting conditions that would satisfy all of the requirements.
  • the control device for the automatic transmission can set each functional block individually, it is possible to realize all the things that are difficult to be established at the same time with fewer man-hours than before.
  • FIG. 1 is a diagram showing an example of a vehicle to which an automatic transmission control device according to the present invention is applied.
  • FIG. 2 is a schematic diagram of the torque converter and the lockup clutch.
  • FIG. 3 is a flowchart for explaining the operation of the control device for the automatic transmission according to the present invention.
  • FIG. 4 is a functional block diagram for explaining the overall configuration of the setting operation of the required shift stage of the automatic transmission and the required operating state of the lockup clutch.
  • FIG. 5 is a diagram showing an example of the engine operable region map.
  • FIG. 6 is a diagram showing an example of a necessary margin driving force determination map.
  • FIG. 7 is a diagram illustrating an example of a fuel efficiency characteristic determination map.
  • ECU Electronice control unit
  • SYMBOLS Automatic transmission
  • Torque converter 21
  • Pump impeller 22
  • Turbine runner 23
  • Stator 30
  • Lockup clutch 31
  • 1st engagement means 32
  • 2nd engagement means 40
  • Internal combustion engine 52
  • Differential gear 61
  • Vehicle speed sensor 62
  • Vehicle longitudinal acceleration sensor 63
  • Accelerator operation amount Detection means 64
  • the control device for the automatic transmission is prepared as a function of the electronic control unit (ECU) 1 shown in FIG.
  • the electronic control unit 1 includes a CPU (Central Processing Unit) (not shown), a ROM (Read Only Memory) that stores a predetermined control program in advance, and a RAM (Random Access Memory) that temporarily stores the calculation results of the CPU. , And a backup RAM for storing information prepared in advance.
  • CPU Central Processing Unit
  • ROM Read Only Memory
  • RAM Random Access Memory
  • the automatic transmission 10 to be controlled by the control device and the vehicle on which the automatic transmission 10 is mounted will be described.
  • an FR (front engine / rear drive) vehicle will be described as an example, but the present invention can also be applied to an FF (front engine / front drive) vehicle and a four-wheel drive vehicle.
  • This automatic transmission 10 is not only a stepped automatic transmission that switches gears among a plurality of gears corresponding to a constant gear ratio, but also a continuously variable transmission that seamlessly changes the gear ratio. Even if it is possible to switch gears among a plurality of gears set corresponding to a fixed gear ratio, this is also included.
  • an automatic transmission 10 having eight shift speeds is illustrated.
  • the automatic transmission 10 is provided with a torque converter 20 that transmits an output torque of an engine serving as a drive source (in this example, the internal combustion engine 40 is illustrated) to the shift stage side.
  • the torque converter 20 includes an impeller (pump impeller 21) on the torque input side to which engine torque (output torque of the internal combustion engine 40 (hereinafter referred to as “engine torque”)) is transmitted, A torque output side impeller (turbine runner 22) that transmits engine torque to a gear on the gear side, and an impeller that controls the flow direction of fluid (so-called ATF) between the pump impeller 21 and the turbine runner 22 ( Stator 23).
  • ATF flow direction of fluid
  • the pump impeller 21 is rotated by the engine torque, and the fluid delivered along with the rotation circulates between the pump impeller 21, the turbine runner 22, and the stator 23.
  • the turbine runner 22 is rotated by the circulation of the fluid, and the input torque (engine torque) of the pump impeller 21 is transmitted to the gear on the gear stage side by the rotation. That is, the torque converter 20 transmits torque by the flow of fluid.
  • this torque converter 20 converts part of the kinetic energy into heat energy by friction between the pump impeller 21 and the like and the fluid, all of the input engine torque is transmitted to the gear on the gear stage side. I can't.
  • the automatic transmission 10 is provided with a lock-up clutch 30 that directly connects the pump impeller 21 and the turbine runner 22 to rotate integrally.
  • the lock-up clutch 30 rotates integrally with the first runner 31 made of a friction material or the like that rotates integrally with the pump impeller 21 and the turbine runner 22.
  • Second engaging means 32 made of a friction material or the like.
  • the lock-up clutch 30 is in a released state in which the first engaging means 31 and the second engaging means 32 are separated from each other, and in an engaged state in which the first engaging means 31 and the second engaging means 32 are in contact with each other. And controlled.
  • the lock-up clutch 30 is controlled to be released when torque increase is required.
  • the lockup clutch 30 is controlled from the disengaged state to the engaged state when the input torque (engine torque) of the pump impeller 21 is transmitted to the gear on the 100% gear stage side, and the first engagement means 31 side is controlled.
  • the pump impeller 21 and the turbine runner 22 on the second engagement means 32 side are integrally rotated.
  • the rotational torque (output torque of the automatic transmission 10) that has passed through the gear group of the required shift speed according to the target driving force F is transmitted to the propeller shaft 51, and the rotational torque of the propeller shaft 51 is It is input to a differential device 52 equipped with a reduction gear.
  • the rotational torque input to the differential 52 is decelerated by the final reduction ratio ⁇ f of the speed reducer and distributed to the left and right drive shafts 53 RL and 53 RR , and is supplied to the drive wheels W RL and W RR as drive torque. Communicated. Therefore, the target driving force F can be generated in each of the driving wheels W RL and W RR .
  • the electronic control unit 1 controls the shifting operation of the automatic transmission 10 to the required shift stage, the releasing operation and the engaging operation of the lockup clutch 30.
  • the electronic control unit 1 includes a required shift speed setting means for setting the required shift speed and a required operating state (that is, a released state or an engaged state) of the lockup clutch 30, and a shift to the required shift speed. Shift control means for controlling the speed and lockup clutch control means for controlling the lockup clutch 30 to the required operating state are provided.
  • the required shift state setting means sets the required shift stage of the automatic transmission 10 and the required operation state of the lockup clutch 30 according to the target driving force F generated in the drive wheels W RL and W RR as a general rule.
  • the internal combustion engine 40 capable of realizing the target driving force F for each combination of the shift stage of the automatic transmission 10 and the operating state of the lockup clutch 30. From the viewpoint of generating the driving wheels W RL and W RR , any combination thereof can be applied. However, among these combinations, there are those that generate a booming noise (including vibration) accompanying torque fluctuations of the internal combustion engine 40, and those that are inferior in fuel consumption characteristics.
  • the operating point of the internal combustion engine 40 is represented by engine torque and engine speed (engine speed).
  • the target driving force F represents the driver's request
  • the driving force W RL , W RR must be a combination that generates the target driving force F.
  • the generation of the booming noise causes the driver to feel uncomfortable
  • the combination since the generation of the booming noise causes the driver to feel uncomfortable, when selecting the combination, the combination must be able to prevent the generation of the booming noise. Therefore, the generation of the target driving force F in the driving wheels W RL and W RR and the prevention of the occurrence of a humming noise can be achieved by selecting a combination of the gear position of the automatic transmission 10 and the operating state of the lockup clutch 30. It becomes an indispensable requirement when doing. For this reason, when selecting the combination, it is necessary to select a combination that satisfies the essential requirements and that has excellent fuel consumption characteristics.
  • some combinations that satisfy the essential requirements may generate the target driving force F with a substantially maximum magnitude.
  • the target driving force F when the target driving force F is generated in the driving wheels W RL and W RR in a substantially maximum state, there is no room for generating a driving force larger than that.
  • control such as switching the shift stage of the automatic transmission 10 to the downshift side is necessary, and drivability for the driver There is a risk of worsening.
  • the combination of the above-mentioned essential requirements is selected to be somewhat larger than the target driving force F. It is necessary to select a driving force (hereinafter referred to as “extra driving force”) that can generate Fsur and suppress deterioration in drivability.
  • the priority order of the vehicle requirements is increased in the order of improvement of fuel consumption characteristics, improvement of drivability, and prevention of the generation of humming noise. .
  • the combination that can generate the marginal driving force Fsur is selected from the combinations that satisfy the above-described essential requirements, and the combination that has the most excellent fuel consumption characteristics is selected from the combinations.
  • the electronic control device 1 is provided with all combination candidate setting means for setting all the combination candidates for the gear position of the automatic transmission 10 and the operating state of the lockup clutch 30.
  • the all combination candidate setting means obtains all the operating points of the internal combustion engine 40 capable of realizing the target driving force F for each combination of the shift stage of the automatic transmission 10 and the operating state of the lockup clutch 30, A combination related to the operating point is set as a combination candidate of the gear position of the automatic transmission 10 and the operating state of the lockup clutch 30.
  • the electronic control device 1 selects a humming noise prevention candidate selecting unit that selects an operation that can operate the internal combustion engine 40 and can prevent the generation of a humming sound from among a certain combination candidate, and a certain combination.
  • a margin driving force candidate selection means for selecting a candidate that generates a driving force with a margin greater than or equal to a predetermined magnitude with respect to the target driving force F hereinafter referred to as “margin driving force”
  • Optimum fuel consumption candidate selection means for selecting a combination having good fuel consumption characteristics from among the combination candidates is provided.
  • the target driving force calculation means of the electronic control device 1 obtains the target driving force F of the driving wheels W RL and W RR (step ST1).
  • the target driving force F is a target value in the future according to the driver's accelerator operation (for example, after the shift response time of the automatic transmission 10 has elapsed), for example, and corresponds to the future vehicle speed Vf and the driver's accelerator operation. It is obtained based on the accelerator opening ⁇ acc (or throttle opening).
  • the target driving force F is derived using a target driving force map representing the correspondence relationship between the vehicle speed V, the accelerator opening ⁇ acc (or throttle opening), and the target driving force F. In FIG. 4, the target driving force F corresponding to the vehicle speed V and the accelerator opening ⁇ acc is illustrated.
  • the future vehicle speed Vf may be estimated from the vehicle speed V detected by the vehicle speed sensor 61, the shift response time of the automatic transmission 10, the rate of change of the acceleration G, and the like.
  • the vehicle speed V may be obtained by using a detection value (wheel speed) of a wheel speed sensor (not shown) provided on each wheel W FL , W FR , W RL , W RR instead of the vehicle speed sensor 61.
  • the acceleration G is the acceleration in the longitudinal direction of the vehicle, and may be detected using the vehicle longitudinal acceleration sensor 62.
  • the accelerator opening degree ⁇ acc is detected by the accelerator operation amount detection means 63.
  • the accelerator operation amount detection means 63 may detect a depression amount of an accelerator pedal (not shown) (that is, a movement amount of the accelerator pedal), or may directly detect the accelerator opening. If the throttle opening is used, the throttle opening may be detected by the throttle opening detecting means.
  • the electronic control unit 1 obtains the output torque (hereinafter referred to as “target T / M output torque”) To of the automatic transmission 10 necessary for generating the target driving force F in the driving wheels W RL and W RR .
  • target T / M output torque is the rotational torque on the output shaft (not shown) of the automatic transmission 10 and corresponds to the rotational torque of the propeller shaft 51. Therefore, the target T / M output torque To is obtained using the following formula 1.
  • “R” in Equation 1 is the dynamic load radius of the drive wheels W RL and W RR , and “ ⁇ f” is the final reduction ratio of the reduction gear described above.
  • a target T / M output torque calculation means for obtaining the target T / M output torque To is prepared in the electronic control unit 1.
  • the all-combination candidate setting means of the electronic control unit 1 rotates torque of the turbine runner 22 for generating the target T / M output torque To at the output shaft of the automatic transmission 10 (hereinafter referred to as “predicted turbine torque”).
  • All Tt (x) are obtained for each gear position (step ST3).
  • “X” in the parenthesis represents a target gear position, and according to the target gear speed, 1st (first gear stage), 2nd (second gear stage),... 7th (7th speed gear stage) or 8th (8th speed gear stage) is applied.
  • the predicted turbine torque Tt (x) is obtained using the following equation 2.
  • “ ⁇ (x)” in Equation 2 represents the gear ratio of the target gear.
  • this all combination candidate setting means sets the rotational speed (hereinafter referred to as “predicted turbine rotational speed”) Nt (x) of the turbine runner 22 when the target T / M output torque To is generated. All are obtained for each gear position (step ST4).
  • the predicted turbine rotational speed Nt (x) is obtained using the following formula 3.
  • Nt (x) No (x) / ⁇ (x) ... (3)
  • No (x) in Equation 3 is referred to as the rotational speed of the output shaft of the automatic transmission 10 when the target T / M output torque To is generated (hereinafter referred to as “predicted T / M output rotational speed”). ). With respect to the predicted T / M output rotational speed No (x), the actual rotational speed of the output shaft of the automatic transmission 10 (hereinafter referred to as “actual T / M output rotational speed”) No. And the response time (shift response time) tag (x) required for each is determined for each shift stage by the following equation (4). “DNodt” in Equation 4 is obtained by differentiating the actual T / M output rotation speed No with respect to time.
  • the actual T / M output rotational speed No uses, for example, a detection value of a rotation sensor 64 that detects a rotation angle of an output shaft of the automatic transmission 10, a propeller shaft 51, or an input shaft (not shown) of the differential device 52, and the like. Find it.
  • the all-combination candidate setting means obtains the predicted turbine torque Tt (x) and the predicted turbine rotational speed Nt (x) at all gear speeds, and then realizes the engine torque (hereinafter referred to as “predicted engine torque (predicted engine torque (predicted engine torque)”).
  • the “x” in the parentheses represents the target gear position as described above.
  • “y” in the parenthesis represents the operating state of the lockup clutch 30, luoff (the released state of the lockup clutch 30) or luon (the engaged state of the lockup clutch 30), The slip state of the lock-up clutch 30 is applied.
  • the predicted engine torque Te (x, luoff) when the lockup clutch 30 is in the released state is obtained as follows.
  • the all-combination candidate setting means firstly rotates torque of the pump impeller 21 when the lockup clutch 30 capable of realizing the predicted turbine torque Tt (x) is in a released state (hereinafter referred to as “predicted pump torque”). All Tp (x, luoff) are obtained for each gear position.
  • the predicted pump torque Tp (x, luoff) is obtained by using, for example, the following Equation 5 in consideration of torque transmission loss due to the fluid of the torque converter 20. “ ⁇ ” in Expression 5 is the torque transmission efficiency between the pump impeller 21 and the turbine runner 22 ( ⁇ ⁇ 100%).
  • a model showing the correspondence between the predicted pump torque Tp (x, luoff) and the predicted turbine torque Tt (x) is set in advance, and the predicted pump torque Tp is determined from the model and the predicted turbine torque Tt (x). (X, luoff) may be obtained.
  • Tp (x, luoff) Tt (x) ⁇ 100 / ⁇ (5)
  • Te (x, luoff) Tp (x, luoff) + Tei ... (6)
  • the pump impeller 21 and the turbine runner 22 rotate together, so that the predicted pump torque Tp (x, luon) and the predicted turbine torque Tt (x) at that time match. To do. Also at this time, an inertia torque Tei is generated in the internal combustion engine 40. For this reason, the predicted engine torque Te (x, luon) when the lockup clutch 30 is in the engaged state is calculated for each shift stage using the following equation 7 which adds the inertia torque Tei to the predicted turbine torque Tt (x). Ask all.
  • Te (x, luon) Tt (x) + Tei ... (7)
  • the all-combination candidate setting means first sets the rotational speed of the pump impeller 21 when the lockup clutch 30 capable of realizing the predicted turbine rotational speed Nt (x) is released (hereinafter referred to as “predicted pump rotational speed”). .) All Np (x, luoff) are obtained for each gear position.
  • the predicted pump rotation speed Np (x, luoff) is obtained using, for example, the following equation 8 taking into account the loss of torque transmission due to the fluid of the torque converter 20.
  • a model showing the correspondence between the predicted pump speed Np (x, luoff) and the predicted turbine speed Nt (x) is set in advance, and the prediction is made from the model and the predicted turbine speed Nt (x).
  • the pump rotation speed Np (x, luoff) may be obtained.
  • Np (x, luoff) Nt (x) ⁇ 100 / ⁇ (8)
  • the engine speed Ne is influenced by the inertia torque Tei. Therefore, the engine speed change rate ⁇ ne (> 100%) due to the inertia torque Te is predicted, and the engine speed change rate ⁇ ne and the predicted pump speed Np (x, luoff) obtained by the above equation 8 are as follows. Substituting into Equation 9 above, all predicted engine speeds Ne (x, luoff) when the lock-up clutch 30 is in the disengaged state are obtained for each gear position.
  • Ne (x, luoff) Np (x, luoff) ⁇ 100 / ⁇ ne (9)
  • the predicted engine speed Ne (x, luon) when the lockup clutch 30 is engaged is obtained as follows.
  • the predicted pump speed Np (x, luon) at that time matches the predicted turbine speed Nt (x). Also at this time, it is necessary to consider the engine speed change rate ⁇ ne due to the inertia torque Tei of the internal combustion engine 40. For this reason, the predicted engine speed Ne (x, luon) when the lockup clutch 30 is engaged is changed by the following equation 10 using the predicted turbine speed Nt (x) and the engine speed change rate ⁇ ne. Find all for each stage.
  • Ne (x, luon) Nt (x) ⁇ 100 / ⁇ ne (10)
  • the all-combination candidate setting means determines the predicted operating point of the internal combustion engine 40 (that is, the predicted engine torque Te (x, y) and the predicted engine for each gear position, which also takes into account the operating state of the lockup clutch 30. All the rotation speeds Ne (x, y)) are obtained.
  • the electronic control unit 1 according to the present embodiment narrows down all combinations of the gear positions of the automatic transmission 10 and the operating state of the lockup clutch 30 to those according to the vehicle requirements, and the automatic transmission 10 The required shift speed and the required operating state of the lockup clutch 30 are set.
  • the electronic control device 1 operates the internal combustion engine 40 from among all the combination candidates so that the internal combustion engine 40 can be operated and the generation of the bulk noise can be prevented by the booming noise prevention candidate selection means. Narrow down based on points.
  • the picking-up noise prevention candidate selection unit is configured to display the engine operable region map shown in FIG. 5 for each combination candidate for the predicted engine torque Te (x, y) and the predicted engine speed Ne (x, y) related to all the combination candidates.
  • a combination that can operate the internal combustion engine 40 and that can prevent the generation of a booming noise is selected from all the combination candidates (step ST6).
  • a combination candidate in which the operating point of the internal combustion engine 40 (the predicted engine torque Te (x, y) and the predicted engine speed Ne (x, y)) is out of the engine operable region is selected as the automatic transmission 10.
  • the first speed gear stage (1st), the second speed gear stage (2nd), the seventh speed gear stage (7th), and the eighth speed gear stage. (8th) is excluded. Thereby, in this vehicle, generation
  • the engine operable region map refers to the engine torque Te and the engine rotation that can prevent the generation of a booming noise in the region of the operating point (engine torque Te and engine speed Ne) at which the operation of the internal combustion engine 40 can be realized.
  • This is map data showing an engine operable region (hatched portion in FIG. 5) to which a condition of several Ne (NV requirement line in FIG. 5) is added, and is set in advance through experiments and simulations.
  • the engine operable region includes a condition relating to the upper limit of the engine torque Te that can be generated in the internal combustion engine 40 (maximum engine torque line in FIG. 5) and a condition relating to the lower limit of the engine torque Te (minimum engine torque in FIG. 5).
  • the surplus driving force candidate selecting means of the electronic control unit 1 is based on the predicted engine torque Te (x, y) and the predicted engine speed Ne (x, y) of each combination narrowed down in step ST6. Furthermore Filter from the combinations of respective driving wheels W RL, to the combination of the operating states of the shift speed and the lock-up clutch 30 of the automatic transmission 10 there is a predetermined size or more margin can be generated driving force W RR (Step ST7). Thereby, in this vehicle, the target driving force F is generated with a margin in the driving wheels WRL and WRR .
  • the margin driving force candidate selection means is driven by the combination for each combination of the candidate shift stage of the automatic transmission 10 and the candidate operation state of the lockup clutch 30 that are first narrowed down in step ST6.
  • wheels W RL determine the maximum driving force Fmax (x, y) generated in the W RR.
  • the margin driving force candidate selecting means obtains margin driving force Fsur (x, y) obtained by subtracting the target driving force F from the maximum driving force Fmax (x, y) as shown in the following equation 11, and the margin driving force is obtained. It is determined for each combination remaining as a candidate whether or not the force Fsur (x, y) is greater than or equal to a predetermined magnitude.
  • the required margin driving force Fsur0 varies depending on the state of the vehicle such as the vehicle speed. For example, when the vehicle speed V is high or the acceleration G is large, even if the necessary margin driving force Fsur0 is small, there is no problem in traveling, and drivability is unlikely to deteriorate. Therefore, here, the necessary margin driving force Fsur0 corresponding to the vehicle speed V and acceleration G (which may take environmental information such as road surface gradient into consideration) is obtained from the necessary margin driving force map of FIG.
  • the necessary margin driving force map is map data for obtaining an optimum necessary margin driving force Fsur0 that allows a vehicle to travel with a margin when the vehicle is at the vehicle speed V or the like. This is set in advance through experiments and simulations.
  • the margin driving force candidate selection means compares the margin driving force Fsur (x, y) with the necessary margin driving force Fsur0, which is a threshold value, and determines that “Fsur (x, y) ⁇ Fsur0”.
  • the required transmission speed of the automatic transmission 10 and the required operating state of the lock-up clutch 30 are left as setting targets.
  • the surplus driving force candidate selection means determines that “Fsur (x, y) ⁇ Fsur0”
  • this combination is set as the target shift speed of the automatic transmission 10 and the required operation state of the lockup clutch 30.
  • the sixth speed gear stage (6th) is further excluded, and the third speed gear stage (3th), the fourth speed gear stage (4th) and the fifth speed stage are independent of the operating state of the lockup clutch 30.
  • the speed gear (5th) remains as a candidate.
  • the optimum fuel consumption candidate selecting means of the electronic control unit 1 shows the predicted engine torque Te (x, y) and the predicted engine speed Ne (x, y) of each combination narrowed down in step ST7, respectively, in FIG.
  • the combinations are further narrowed down to combinations of the gear position of the automatic transmission 10 and the operating state of the lock-up clutch 30 having the best fuel efficiency characteristics from the respective combinations (step ST8).
  • the fuel efficiency characteristic determination map is a map that has been set in advance through experiments and simulations for fuel efficiency characteristics (for example, fuel efficiency expressed by contour lines here) with respect to a combination of engine torque Te and engine speed Ne (that is, operating point). It is.
  • the required shift state setting means of the present embodiment sets the shift state of the automatic transmission 10 and the operation state of the lockup clutch 30 relating to the combination thus narrowed down to the required shift step and the lockup clutch of the automatic transmission 10, respectively.
  • 30 is set as the required operating state (requested lock-up clutch operating state, required L / U operating state) (step ST9).
  • the electronic control unit 1 controls the shift stage of the automatic transmission 10 so that the shift control unit reaches the required shift stage, and the lockup clutch control unit enters the requested operation state.
  • the lockup clutch 30 is controlled (step ST10).
  • a muffled sound is generated from a combination of the gear position of the automatic transmission 10 capable of generating the target driving force F and the operating state of the lockup clutch 30. Those that are likely to occur are excluded first.
  • the automatic transmission control device is a combination candidate of the gear position of the automatic transmission 10 and the operation state of the lockup clutch 30 that can generate the target driving force F and prevent the generation of a booming noise. Among them, the one having the marginal driving force Fsur corresponding to the vehicle speed V and the like and having the best fuel consumption characteristics is selected. For this reason, this automatic transmission control device can prevent the occurrence of a booming noise.
  • this automatic transmission control device generates a driving force having a margin with respect to the target driving force F in the driving wheels W RL and W RR in addition to preventing the generation of the booming noise.
  • the control device for the automatic transmission according to the present embodiment can prevent the generation of a muffled noise and generate the target driving force F on the driving wheels W RL and W RR with the best fuel consumption characteristics. Therefore, such a useful effect can be obtained.
  • control device for the automatic transmission can select the combination of the gear position of the automatic transmission 10 and the operating state of the lock-up clutch 30 (that is, the engine operable region map in FIG. 5).
  • the selection requirements for the combination of the functional blocks related to the setting conditions) and the operating state of the lockup clutch 30 that can ensure sufficient driving force Fsur that can improve drivability that is, FIG. 6).
  • the functional blocks related to the fuel consumption characteristic determination map setting condition) are set independently.
  • each selection requirement can be applied even when, for example, the specifications of the internal combustion engine 40 or the vehicle are changed or applied to another internal combustion engine or vehicle.
  • the functional blocks according to can be changed to new ones or newly constructed with less man-hours.
  • the functional block here refers to a vehicle requirement (prevention of humming noise, improvement of drivability or fuel consumption) from among the combination of the input gear position of the automatic transmission 10 and the operating state of the lockup clutch 30. It means a computing means in the electronic control unit 1 for selecting a candidate according to (improvement of characteristics).
  • the above-mentioned requirements relating to the respective vehicle requirements are as follows. Since the functional blocks can be set individually, all these vehicle requirements that are difficult to be satisfied at the same time can be realized with fewer man-hours than before.
  • the present invention is not necessarily limited thereto.
  • the priority order is set in the order of improvement of fuel efficiency characteristics, improvement of drivability, and prevention of the generation of a booming noise, the prevention of the generation of the highest priority booming noise is satisfied.
  • the combination of the required shift speed of the automatic transmission 10 and the required operation state of the lock-up clutch 30 is excluded from the candidate combinations, but the present invention is not necessarily limited thereto.
  • the target driving force F can be generated and the generation of a booming noise can be prevented.
  • the one having the most marginal driving force Fsur corresponding to the vehicle speed V or the like may be selected.
  • the shift stage and lock-up of the automatic transmission 10 that can generate the target driving force F and can prevent the generation of a booming noise.
  • the automatic transmission control device of the present embodiment can be applied to any vehicle requirements required for the vehicle, and sets the optimum priority order of various vehicle requirements according to the vehicle specifications.
  • the combination of the gear position of the automatic transmission 10 and the operating state of the lock-up clutch 30 that are candidates in order from the functional block relating to the vehicle requirement having the higher priority may be selected.
  • the combination of the gear position of the automatic transmission 10 and the operating state of the lockup clutch 30 is determined based on the operating point of the internal combustion engine 40 (predicted engine torque Te (x, y) and predicted engine speed Ne (x , Y)).
  • the calculation processing speed may be lowered by taking into account the conditions when the lock-up clutch 30 is in the released state. is there. Accordingly, in such a speed range, the configuration is such that only the gear stage of the automatic transmission 10 is narrowed down based on the operating point of the internal combustion engine 40 on the assumption that the lockup clutch 30 is in the engaged state. In this case, it is possible to perform a quick calculation process.
  • control device for an automatic transmission is useful for the technology of preventing the generation of a muffler noise and generating the target driving force on the drive wheels while maintaining good fuel efficiency. It is.

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

Abstract

L'invention porte sur un dispositif de commande électronique (1) qui possède un moyen de réglage de candidat de position de changement de vitesse pour obtenir des points de fonctionnement d'un moteur (40), lesquels points peuvent chacun réaliser une force d'entraînement cible pour chaque position de changement de vitesse d'une transmission automatique (10), et régler, en tant que candidats de position de changement de vitesse pour la transmission automatique, des positions de changement de vitesse relatives à tous les points de fonctionnement ; un moyen de sélection pour choisir, parmi les candidats de position de changement de vitesse et en fonction des points de fonctionnement relatifs aux candidats de position de changement de vitesse, un candidat auquel le moteur (40) peut être actionné et auquel la génération de son étouffée peut être évitée ; un moyen de réglage de condition de changement de vitesse requis pour régler, comme position de changement de vitesse requis de la transmission automatique (10), le candidat de position de changement de vitesse choisi par le moyen de sélection ; et un moyen de commande de changement de vitesse pour commander la transmission automatique (10) afin d'obtenir la position de changement de vitesse requis.
PCT/JP2008/069649 2008-10-29 2008-10-29 Dispositif de commande pour transmission automatique Ceased WO2010050016A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
PCT/JP2008/069649 WO2010050016A1 (fr) 2008-10-29 2008-10-29 Dispositif de commande pour transmission automatique

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/JP2008/069649 WO2010050016A1 (fr) 2008-10-29 2008-10-29 Dispositif de commande pour transmission automatique

Publications (1)

Publication Number Publication Date
WO2010050016A1 true WO2010050016A1 (fr) 2010-05-06

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PCT/JP2008/069649 Ceased WO2010050016A1 (fr) 2008-10-29 2008-10-29 Dispositif de commande pour transmission automatique

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WO (1) WO2010050016A1 (fr)

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2013221478A (ja) * 2012-04-19 2013-10-28 Nissan Motor Co Ltd 車両の制御装置
JP2016211686A (ja) * 2015-05-11 2016-12-15 トヨタ自動車株式会社 車両用動力伝達装置
CN109707840A (zh) * 2019-01-28 2019-05-03 汉腾汽车有限公司 一种amt变速器的汽车选挡驱动控制方法

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH05262169A (ja) * 1992-03-19 1993-10-12 Hitachi Ltd 内燃機関のトルク制御方法及びその装置並びに自動車
JPH08178054A (ja) * 1994-12-26 1996-07-12 Honda Motor Co Ltd 自動車の制御装置
JPH1182084A (ja) * 1997-09-08 1999-03-26 Nissan Motor Co Ltd 車両の駆動力制御装置
JP2002321549A (ja) * 2001-04-26 2002-11-05 Toyota Motor Corp 駆動装置およびその制御方法

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH05262169A (ja) * 1992-03-19 1993-10-12 Hitachi Ltd 内燃機関のトルク制御方法及びその装置並びに自動車
JPH08178054A (ja) * 1994-12-26 1996-07-12 Honda Motor Co Ltd 自動車の制御装置
JPH1182084A (ja) * 1997-09-08 1999-03-26 Nissan Motor Co Ltd 車両の駆動力制御装置
JP2002321549A (ja) * 2001-04-26 2002-11-05 Toyota Motor Corp 駆動装置およびその制御方法

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2013221478A (ja) * 2012-04-19 2013-10-28 Nissan Motor Co Ltd 車両の制御装置
JP2016211686A (ja) * 2015-05-11 2016-12-15 トヨタ自動車株式会社 車両用動力伝達装置
CN109707840A (zh) * 2019-01-28 2019-05-03 汉腾汽车有限公司 一种amt变速器的汽车选挡驱动控制方法

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