CN101398075A - Shift control device for automatic transmission - Google Patents

Shift control device for automatic transmission Download PDF

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Publication number
CN101398075A
CN101398075A CNA200810165780XA CN200810165780A CN101398075A CN 101398075 A CN101398075 A CN 101398075A CN A200810165780X A CNA200810165780X A CN A200810165780XA CN 200810165780 A CN200810165780 A CN 200810165780A CN 101398075 A CN101398075 A CN 101398075A
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China
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speed change
speed
thermal load
temperature
friction element
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CNA200810165780XA
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CN101398075B (en
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池田知正
川上大树
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Nissan Motor Co Ltd
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JATCO Ltd
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Priority claimed from JP2007250245A external-priority patent/JP4593605B2/en
Priority claimed from JP2007250261A external-priority patent/JP4722105B2/en
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    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect

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Abstract

An automatic transmission calculates a current thermal load state of the frictional element, predicts (S24, 531), prior to the start of the shift, a heat generation amount of the frictional element during the shift, predicts (S25, S32) a thermal load state of the frictional element upon shift completion on the basis of the current thermal load state and the predicted heat generation amount, and when the predicted thermal load state upon shift completion is inside a predetermined region, either performs (S28, S38) the shift after modifying a shift mode such that the heat generation amount of the frictional element is smaller than that of a case in which the predicted thermal load state upon shift completion is outside the predetermined region, or prohibits (S39) the shift, wherein the predetermined region is set at a different region depending on whether the shift is an upshift or a downshift.

Description

The gear change control device of automatic transmission
Technical field
The present invention relates to the gear change control device of automatic transmission.
Background technique
Generally, as the automobile automatic transmission, the rotation of known handlebar motor is imported via torque-converters, and carries out speed change by having the planetary gear of many groups, to live axle or transmission shaft (axletree side) output.
The gear of this automatic transmission according to drive range the rotation of input shaft (driving shaft) to constituting planetary particular gear or carrier transmission, perhaps the rotation of specific gear or carrier to suitable output shaft transmission, carry out speed change thus.When speed change, possess friction elements such as a plurality of clutches and break, link by these friction elements and switch the speed change of drive path to stipulate with the combination that separates for the rotation that retrains specific gear or carrier rightly.Usually, these friction elements are applicable to and utilize the row's state of giving of hydraulic pressure to control the hydraulic clutch and the break of fastening state.
Existing automatic transmission when the speed change of stipulating, if vehicle is when travelling near the bounds of vehicle driving condition, the then speed change level change of selecting sometimes and carry out speed change repeatedly.For example, carrying out from three speed during, then carrying out repeatedly from three speed to three-four speed changes of four speed with from four-three speed changes of four speed to three speed to three-four speed changes of four speed, with three-four-three-four-... mode carry out speed change continuously.
If carry out this speed change continuously,,, might make friction element by baking and scaling loss so the thermal load that is applied on the friction element becomes (temperature rising) greatly because long-time identical friction element links repeatedly and separates.In this specification the meaning with " temperature " or " heating " is used " thermal load " speech.
For this problem, the technology of using timer is for example disclosed in Xia Mian the patent documentation 1.Be exactly specifically that timer carries out countdown during carrying out stepless change, if the value of timer becomes specified value, then the thermal load state (temperature) of friction element be set at and reach the scaling loss temperature, and forbid the speed change that it is later.When before arriving setting value, finishing stepless change, then dispel the heat and make timer carry out reverse countdown with certain gradient.
Thus, when after finishing stepless change, beginning stepless change again, become the state that timer value begins to carry out countdown from the value littler than initial value, carry out the control of the heat of having considered the friction element savings at once.
Patent documentation 1: No. 3402220 communique of Japan's special permission
But in the above-mentioned prior art, owing to do not consider variable speed type and input torque, only the time as parameter, do not consider that ensuing speed change is the speed change of which kind of type, so judgement is forbidden that the specified value of the timer value of speed change sets for the variable speed type of carrying out thereafter irrelevantly, and friction element is not sustained damage.That is, the specified value of timer value is configured to: even also do not make friction element damaged ground when producing the speed change of heating value maximum, leave enough values of rich amount for the damage temperature of reality.Thus, the speed change of judging in speed change is the speed change that does not produce a large amount of heatings, even and carry out this speed change and also can not reach under the situation of friction element damage temperature, speed change is also forbidden, so runnability worsens.
Especially when speed change is downshift, owing to might just producing the upshift that is used to prevent the racing of the engine running after the downshift, so need pre-estimate because this point can cause downshift also to produce big heating value than upshift.Therefore, if it is identical to be used to judge that the specified value of forbidding speed change and variable speed type irrespectively are set to, then the speed change of upshift side can be limited too much.
Summary of the invention
The objective of the invention is to prevent that by improving the speed change permissibility runnability from worsening.
The gear change control device of automatic transmission of the present invention is carried out from the speed change of present speed change level to the target shift speed level by linking or separate a plurality of friction elements selectively, it is characterized in that, comprising: mechanism is calculated in the present thermal load of calculating the present thermal load state of described friction element; The heating value projecting body of the heating value of described friction element when speed change is carried out in prediction before described speed change begins; Predict the thermal load projecting body of the thermal load state of described friction element when finishing speed change according to the heating value of the present thermal load state of described friction element and the prediction of described heating value projecting body; The prediction of described thermal load projecting body finish speed change the time thermal load state when being in the regulation zone, change speed change form is carried out speed change, so that the heating value of described friction element is lacked when being in outside the regulation zone than the described thermal load state of prediction, the speed Control mechanism that perhaps forbids described speed change, according to described speed change is upshift or downshift, and described regulation zone is set to different zones.
According to the present invention, because according to the kind of speed change is upshift or downshift and judging the permission speed change or forbidding that the regulation zone of speed change is set at different zones, so, can permit speed change to greatest extent one by one by each variable speed type, can prevent that runnability from worsening.
Description of drawings
Fig. 1 is the ideograph of the gear change control device structure of expression present embodiment automatic transmission;
Fig. 2 is the frame diagram of expression present embodiment automatic transmission structure;
Fig. 3 is the figure of friction link component fastening state in each speed change level of gear change control device of expression present embodiment automatic transmission;
Fig. 4 is the figure of speed change chart of the gear change control device of expression present embodiment automatic transmission;
Fig. 5 is the controlling party block diagram of the gear change control device of expression present embodiment automatic transmission;
Fig. 6 is the explanatory drawing of clutch temp initial value of the gear change control device of expression present embodiment automatic transmission;
Fig. 7 is the explanatory drawing about the clutch temp characteristic of the gear change control device of present embodiment automatic transmission;
Fig. 8 is an explanatory drawing of judging timer about resetting of the gear change control device of present embodiment automatic transmission;
Time flow when Fig. 9 is the PYUP speed change;
Time flow when Figure 10 is the PYDOWN speed change;
Figure 11 is the flow chart of the gear change control device clutch temp calculation control of expression present embodiment automatic transmission;
The flow chart of heat dissipating capacity calculation control when Figure 12 is the expression binding;
Figure 13 is the flow chart of speed Control of the gear change control device of expression present embodiment automatic transmission;
Figure 14 is the flow chart of speed Control of the gear change control device of expression present embodiment automatic transmission;
Figure 15 is the chart of the continuous change purpose speed change permission of expression number of times;
The flow chart of controlling with the predicted temperature calculation when Figure 16 is expression UP speed change;
Figure 17 is the flow chart of expression DOWN scaling loss temperature calculation control;
When Figure 18 is the common DOWN speed change of expression with the flow chart of predicted temperature calculation control;
The flow chart of controlling with the predicted temperature calculation when Figure 19 is the expression second synchronous speed change;
Time diagram when Figure 20 is the UP speed change;
Time diagram when Figure 21 is the DOWN speed change;
Figure 22 is the time diagram of effect of the gear change control device of expression present embodiment automatic transmission.
Symbol description
1 controller, 3 speed change chart 7 automatic transmission, 10 input shafts or turbine shafts
12 turbo machine rotary shaft rotating speed sensors, 13 OSS
14 oil temperature sensors, 15 first clutches (friction element)
17 second clutches (friction element), 19 three-clutch (friction element)
22 first breaks (friction element), 23 second breaks (friction element)
101 present temperature calculation mechanisms (calculation of thermal load now mechanism)
102 prediction ascending temperature calculation mechanisms
103 predicted temperatures calculation mechanism (first thermal load calculation mechanism, second thermal load calculation mechanism)
104 forbid speed change switching mechanism 105 heating values calculation mechanism
Heating value calculation mechanism when 106 heat dissipating capacities calculation mechanism 107 links transition
Heating value calculation mechanism 109 compares mechanism during 108 separation transition
110 threshold value storing mechanisms
Calculate mechanism's (first heating value projecting body) with the prediction ascending temperature during 111 UP speed changes
During 112 common DOWN speed changes with prediction ascending temperature calculation mechanism's (first heating value projecting body)
Calculate mechanism's (second heating value projecting body) with the prediction ascending temperature during 113 PYDOWN speed changes
During 114 second synchronous speed changes with prediction ascending temperature calculation mechanism
115 continuous change purpose speed change permission number of times calculate mechanism
Embodiment
Following with reference to detailed description embodiments of the invention such as accompanying drawings.
Fig. 1 is the functional block diagram of the gear change control device structure of expression present embodiment automatic transmission.Fig. 2 is the frame diagram of expression automatic transmission structure.As shown in Figure 1, this gear change control device constitutes to be possessed: controller 1, detect the transfer input shaft speed sensors (turbine shaft speed probe) 12 of the rotational speed N T of turbo machine 25 and turbine shaft 10, detect the OSS (vehicle speed sensor) 13 of the rotational speed N o of output shaft 28, detect the oil temperature sensor 14 of ATF (automatic transmission fluid) temperature, detect the throttle sensor 30 of the throttle opening of not shown motor, the various sensors such as engine rotation speed sensor 32 of the air flow sensor 31 of detection of engine gettering quantity and detection of engine rotational speed N E, oil hydraulic circuit 11 with automatic transmission 7, by controller 1 according to above-mentioned each sensor 12,13,14,30,31, the testing signal of 32 grades decides the target shift speed level of hope, and is used to reach the speed Control of target shift speed level via oil hydraulic circuit 11.
The speed change level of automatic transmission 7 is decided by the snap-fit relationship that is arranged on the friction elements such as planetary gear unit, a plurality of hydraulic coupling and hydraulic brake in the automatic transmission 7.For example in Fig. 1, the situation of automatic transmission 7 expression four-speed gear shifts possesses first clutch 15, second clutch 17, three-clutch 19, first break 22 and second break 23 as friction element.The details of this automatic transmission 7 is illustrated in Fig. 2.In Fig. 2, represent that the symbol of each friction element is corresponding with symbol shown in Figure 1.
Controller 1 carries out via oil hydraulic circuit shown in Figure 1 11 for the control of friction element 15,17,19,22,23.Be that oil hydraulic circuit 11 possesses not shown a plurality of solenoid valves, the ATF that sends from oil pump supplied with to friction element 15,17,19,22,23 by suitable driving (work control) these solenoid valves.The speed of a motor vehicle that the rotational speed N o of throttle opening that controller 1 detects according to throttle sensor 30 and the output shaft 28 that detects according to OSS 13 calculates decides the target shift speed level, and with respect to the solenoid valve output drive signal (work ratio signal) of friction element 15,17,19,22,23, these friction elements participate in the speed change to the target shift speed level of decision.ATF is adjusted to the hydraulic pressure (pipeline pressure) of regulation by not shown pressure regulator valve, supplies with to the oil hydraulic circuit 11 that is used to drive each friction element 15,17,19,22,23 being adjusted to ATF that pipeline presses.
Be provided with speed change chart 3 in the controller 1.Automatic transmission 7 is equipped with the switching handle (not shown) that switches operation mode, the driver by operating this switchings handle the retaining that can manually stop, the retaining that travels (a for example speed retaining～four fast retainings), neutral, retreat the selection that keeps off the iso-variable velocity level.
The retaining that travels has automatic shift mode and these two kinds of speed change patterns of manual shift mode (neutral gearshift pattern), under the situation of selecting automatic shift mode, according to according to throttle TH and vehicle velocity V and predefined speed change chart 3 carries out speed change and judges, and implement automatic speed changing according to this judgement.On the other hand, under the situation of selecting neutral gearshift pattern, speed change level and the speed change level that this speed change chart 3 is irrespectively become to select by driver's speed change are fixed then.
Speed change chart 3 for example stores characteristic shown in Figure 4.When automatically implementing the common speed change of speed change, the throttle that vehicle velocity V that detects according to speed change chart 3 shown in Figure 4 and according to vehicle speed sensor 13 and throttle sensor 30 detect THCome target setting speed change level, friction elements such as above-mentioned the first～the three-clutch 15,17,19 and first, second break 22,23 are controlled by the solenoid valve of setting respectively, utilize the combination of binding shown in Figure 3 or separation and establish each speed change level automatically.Zero mark of Fig. 3 is represented the combination of each clutch or each break.
As shown in Figure 3, when for example first clutch 15 being separated with first break 22 with 23 bindings of second break and second clutch 17, three-clutch 19, then realize the two-speed retaining.Is by second break 23 that links being separated, linking second clutch 17 simultaneously and realize from the two-speed retaining to the speed change of three speed retainings.The fastening state of these friction elements 15,17,19,22,23 is by controller 1 control, decides the speed change level by the snap-fit relationship of these friction elements 15,17,19,22,23, Yi Bian on one side suitably seek to link with the timing that separates and carry out speed Control.
When speed change, slave controller 1 is to each solenoid valve output drive signal, according to this drive signal and each solenoid valve is driven by in accordance with regulations working value (work ratio), carries out shift feel the most appropriate good speed Control.
Describe the major component of present embodiment below in detail, this device calculates the present thermal load state (temperature) of each friction element (following be called merely " clutch ") always, and when speed change is judged the ascending temperature T of this clutch during the supposition speed change INH, according to these results carry out speed change forbid perhaps can.
Be exactly specifically, when operation point is crossed the upshift line of speed change chart 3 and downshift line continuously and repeatedly, when for example between three speed and four speed, carrying out three-four speed changes and four-three speed changes repeatedly, then consider to carry out three-four-three-four-... such stepless change.Or driver's operation gear change hand lever and switch three speed and 4 whens speed continually, also consider and above-mentionedly similarly carrying out three-four-three-four ... such stepless change.
When carrying out this stepless change, then specific clutch (is the first clutch 15 and second break 23 under the situation of three-four stepless changes, with reference to Fig. 3) linked repeatedly and separated, when carrying out binding repeatedly and separating in the short time like this, then the thermal load quantitative change of this clutch big (temperature rising) thinks that clutch or break can be toasted.
As prior art, do not consider variable speed type, link separated state and input torque and, then can not obtain the correct temperature of clutch etc. merely with the thermal load state of timer prediction clutch and forbid speed change.Therefore, judge and to forbid that the threshold value of speed change is configured to: even also do not make clutch reach the scaling loss temperature when producing the speed change of heating value maximum, but leave enough values of rich amount, so, although under the state that can allow speed change, also be under an embargo speed change, impair runnability.
In the present embodiment, each each clutch is calculated thermal load state (now temperature) one by one, and predict that when judging speed change the temperature of each each clutch rises, judge forbidding and allowing of speed change exactly.Promptly as shown in Figure 5, except speed change chart 3, also comprise in the controller 1: calculate the present temperature calculation mechanism 101 (calculation of thermal load now mechanism) of the present temperature of each clutch, the clutch ascending temperature T that prediction produces in next speed change INHPrediction ascending temperature calculation mechanism 102 (heating value projecting body), this clutch predicted temperature T that asks next speed change according to the present temperature and the prediction ascending temperature of clutch ESPredicted temperature calculation mechanism 103 (thermal load projecting body), this predicted temperature T ESWith the comparison mechanism 109 that compares of threshold value of regulation, according to the predicted temperature T of mechanism 109 relatively ESWhether specified value with on switch next speed change permission, forbid or other speed changes forbid speed change switching mechanism 104 (speed Control mechanism).
Present temperature calculation mechanism 101 at first is described.
The present temperature of each clutch is calculated and upgraded in this present temperature calculation mechanism 101 one by one, sets the temperature T o of the ATF that oil temperature sensor 14 obtains when engine start as initial value ILThis is owing to the temperature of each clutch of speed changer 7 when engine start roughly can be counted as oily temperature To ILCause.
At this, Fig. 6 is that checking is suitable for oily temperature To as the initial value of clutch temp when engine start ILThe figure of appropriateness, V among the figure SPThe expression speed of a motor vehicle.
As shown in the figure, (is the equal of a clutch that links second break 23 present embodiment from a speed when the two-speed speed change, with reference to Fig. 3) temperature remain on the temperature (scaling loss temperature) that might toast consciously, under this state, the speed of a motor vehicle is reduced by certain gradient.After downshift becomes a speed, become vehicle velocity V SP=0, igniter disconnects (IGN-OFF) and motor stops (with reference to the t1 among the figure).At this, behind the IGN-OFF motor restarted (IGNON) (with reference to t2), gas pedal standard-sized sheet and to two-speed upshift (with reference to t3).
At this, simulated to the downshift (with reference to t0) of a speed to the situation that needs about 10 seconds to the upshift (with reference to t3) of two-speed, because the temperature of clutch descends with the gradient of regulation from t0, so about 10 seconds, the temperature that can confirm clutch is lowered to the interior oily temperature To of oil sump reliably ILAbout.
Restart even stop the back at motor like this, the situation that the temperature of clutch also becomes about oily temperature ToIL can tentatively be identified at once, so the initial stage temperature during as engine start and set oily temperature To for ILJust without any problem.
The mechanism 101 of temperature calculation now is the initial value of setpoint clutch temperature as described above, afterwards, calculates clutch temp Tc according to the present status of clutch with diverse ways.Thermal load (the heating value T that is clutch when linking when separating UP) difference, also different with thermal load just often when the speed change transition.Clutch is also different in the thermal load that downshift produces during with upshift.Therefore as shown in Figure 5, the mechanism 101 of temperature calculation now has: calculate clutch links and generate heat when separating transition heating value calculation mechanism 105 (the first heating value projecting body), link and separates heat dissipating capacity calculation mechanism 106 just often, and heating value calculation mechanism 105 is provided with: when heating value calculation mechanism 107 separates transition with calculating when calculating the binding transition of generating heat when linking transition during the separation transition of heat dissipating capacity heating value calculate mechanism 108.
In the present embodiment, " binding transition " is meant that the clutch of binding is in moment of torsion in the stage or in the inertia phase, " separation transition " is meant that the clutch of separation is in moment of torsion in the stage or in the inertia phase." link normal " is meant that the object clutch links the state of finishing, and is not moment of torsion in the stage or in the inertia phase, and whether it is with irrelevant in gear-shift command or in the non-speed change.And " separating normal " refers to that the object clutch is the state that separates fully.
At this, Fig. 7 is the binding of expression clutch when following actual upshift and the figure of the temperature variation characteristic that separates, as shown in the figure, clutch link begin to finish to binding during temperature rise at most.And at this moment the gradient of temperature variation is also maximum.When clutch links and becomes normal state, then temperature descends with certain gradient.When clutch begins to separate, rise owing to temperature decline before and by the relative temperature of rotating the frictional heat that causes of clutch and cancel out each other, become roughly certain temperature, the temperature variation of clutch small (it is certain that Fig. 7 expresses clutch temp Tc).
Finish (separating just often) when the separation of clutch, then temperature gradient in accordance with regulations descends.At this moment the gradient ratio clutch that (separation just often) temperature descends after the clutch separation links the gradient big (it is big to tilt) of back (linking just often) temperature decline.
So the mechanism of temperature calculation now 101 considers that this temperature variation characteristic calculates the temperature T c of clutch.At this, specify present temperature and calculate the calculating of the clutch temp Tc of mechanism 101, this present temperature calculation mechanism 101 is transfused to present speed change level and the speed change target shift speed level when judging according to the information of speed change chart 3, and from turbine speeds sensor 12 and engine rotation speed sensor 32 input turbine speeds NT and engine speed NE.
In a plurality of clutches; linking normal or separating normal clutch (is that speed changer 7 is in the non-gear shifting operation; even or in gear shifting operation but with the situation of the irrelevant gear shifting operation of this clutch; the three-clutch 19 and first break 22 in two → three fast speed changes for example); clutch is in normal state; because clutch is not the state that carries out sliding contact with the state with load capacity, temperature does not rise so clutch does not produce frictional heat.Therefore, calculate heat dissipating capacity by heat dissipating capacity calculation mechanism 106.
At this, heat dissipating capacity (temperature drop-out value) T calculates according to following formula (1), (2) in heat dissipating capacity calculation mechanism 106 DownSince in the control of controller 1 heating value T UPBe set at+, heat dissipating capacity be set at "-" handle, so in following formula (1), (2) heat dissipating capacity T Down＜0.
Separated state: T Down=-A * tc (t≤t1), T Down=-B * tc (t1≤t) (1)
Wherein, A is that parameter, B are that constant, tc are that spacing, t are that elapsed time after speed change is finished, t1 are the stipulated times.
Connecting state: T Down=-C * tc (t≤t1), T Down=-D * tc (t1≤t) (2)
Wherein, C is that parameter, D are that constant, tc are that spacing, t are that elapsed time after speed change is finished, t1 are the stipulated times.
Being heat dissipating capacity calculation mechanism 106 finishes and becomes after the normal state to through stipulated time t1 from speed change, is that gradient A, C reduce as clutch temp Tc and calculate heat dissipating capacity T with parameter Down, to through stipulated time t1, be that gradient B, D reduce as clutch temp Tc and calculate heat dissipating capacity T after finishing from speed change with constant DownParameter A, C are according to clutch present temperature T c and oily temperature To ILThe value that decides of temperature difference, be configured to the big more value of the big more then gradient of temperature difference.Constant is that gradient B, C are configured to B〉C, as shown in Figure 7, set component reduces with steep gradient from temperature just often.This is owing to separating just often lubricant oil and supply with to the liner face of clutch easily with linking just often to compare, consequently can carrying out the causes of many heat radiations.
By present temperature T c of the clutch of last computation and the current heat dissipating capacity T that calculates DownAddition then can be calculated the present temperature T c of new clutch.
At this, in the binding of clutch or separate just often, because clutch temp Tc is reduced by formula (1), (2) gradient in accordance with regulations on calculating, so when the object clutch is kept normal state for a long time, just calculate actual impossible temperature (for example than oil temperature To ILLow temperature).
So heat dissipating capacity calculation mechanism 106 is provided with in the binding of clutch or separates normal state when continuing the stipulated time, the heat dissipating capacity T of wushu (1), (2) DownThe reset function of (or reset) of calculating lower limit.Be that heat dissipating capacity calculation mechanism 106 is provided with the not shown judgement timer that resets, link normal or separate when normally beginning that then timer picks up counting when judging.
The state of clutch be link normal or separate normal, and this state continuance the situation of stipulated time by under the situation of timer timing, then cancel calculating according to the clutch temp Tc of formula (1), (2).At this moment since ought to clutch temp Tc fully reduce and with oil temperature To ILEquate, so just make later clutch temp Tc and present oily temperature To ILConsistent.
Even the timing of timer exceeds schedule time, clutch temp Tc is also at oil temperature To now ILBelow, then be set at the warm To of clutch temp Tc=oil afterwards IL
On the other hand, when the timing of timer begins at the appointed time in, the change of state composition of clutch is from transition or link transition, timer is resetted and timing turns back to initial value.Thus, clutch picks up counting from initial value from transition state with becoming normal state once more.
At this, reset when using Fig. 8 explanation between N retaining and N+1 retaining, to carry out speed change continuously and judge the effect of timer, (a) be the figure that explanation clutch temp Tc changes, (b) be the reset figure of timing of judgement timer of expression.
Shown in Fig. 8 (a), if stepless change occurs, then each clutch links all has clutch temp Tc to rise.Link at clutch that just often clutch temp Tc reduces with separating just often then, carry out in the short time under the situation of stepless change, to compare the reduction of temperature then few in the rising of temperature during with clutch binding transition.
On the other hand shown in Fig. 8 (b), when becoming speed change at every turn and begin (during transition), the timing of timer is reset, and this routine situation is to shift to linking normal state when clutch, and then the timing of timer is continued.When the timer timing reaches specified value, then such shown in Fig. 8 (a), judge that after it clutch temp Tc is reduced to oily temperature To IL, clutch temp Tc is set for oil sump temperature T o ILThe timer timing is held setting value or sets the maximum value of the value bigger than setting value for.
Temperature computation (heating) when the following describes the clutch binding or separating transition.
At this moment in heating value calculation mechanism 105, calculate the present temperature of clutch at any time.When judging that according to the information of turbine speeds sensor 12 grades clutch is transition state, then heating value calculation mechanism 105 judges that clutches are when separating transition or when linking transition.
When the state of judging clutch is (for example second clutch 17 in two → three speed changes) when linking transition, then heating value calculation mechanism 105 be provided with the binding transition time heating value calculation mechanism 107 calculate the heating value T of clutches UP
Heating value calculation mechanism 107 judges that according to the information of speed change chart 3 speed change of carrying out now is upshift or downshift when linking transition.At this, even clutch links transition state, the heating value of upshift and downshift is also different, and the heating value of the binding transition during upshift during than downshift is big.On the other hand, even the binding transition of clutch when downshift, heating value is big during also unlike upshift.
This is because in downshift, the side clutch is separated when separating, and then engine revolution strength rising on one's own account is bonded owing to link the side clutch at synchronization point, so link the heating value T of side clutch UPLittle cause during than upshift.
So present embodiment is to link under the situation of transition state in judgement, then calculates the heating value T of clutch when judgement is upshift according to following formula (3) UP, then come the heating value T of setpoint clutch when judgement is downshift according to following formula (4) UP
T UP＝(ΔN×T in×Δt/1000)×A×α (3)
T UP＝0 (4)
Wherein, in formula (3), Δ N is the relative rotation speed of clutch, T InBe the transmitting torque of clutch, Δ t is the small speed change time, and A is the constant that is used for Energy Conversion is become temperature, and α is a coupling constant (correction factor).Each gear that the turbine speeds NT that the relative rotation speed Δ N of clutch obtains according to turbine speeds sensor 12, OSS 13 obtain output shaft rotational speed N o and speed changer recently calculates.The transmitting torque of clutch is that the hydraulic pressure value is calculated from solenoid valve for the working value of each clutch.
Even because when linking transition, the heating value T during downshift UPAlso be small, so the heating value T when being set at downshift like that as the formula (4) in the present embodiment UP=0.This is that the temperature reduction (heat radiation) that is caused by lubricant oil when clutch links transition is cancelled out each other with the temperature rising that is caused by smaller heating and become the roughly cause of uniform temperature because as mentioned above.
When upshift, carry out integration in to speed change, by the phase is calculated heating value T weekly UP, and the heating value T that is calculating UPOn add the clutch temp Tc that last time, control cycle calculated, calculate present clutch temp Tc like this.And as mentioned above, to be set to be the ATF temperature T o that oil temperature sensor 14 obtains to the initial value of clutch temp Tc IL
On the other hand, when the state of judging clutch is (for example second break 23 in two → three speed changes) when separating transition, then heating value calculation mechanism 105 be provided with the separation transition time heating value calculation mechanism 108 calculate the heating value T of clutches UP
Heating value calculation mechanism 108 judges that according to the information of speed change chart 3 speed change of carrying out now is upshift or downshift when separating transition.At this, even clutch separates transition state, the heating value of upshift and downshift is also different, with linking transition opposite, the heating value of the separation transition during downshift during than upshift is big.On the other hand, even the separation transition of clutch when upshift, heating value is also big than downshift.
So, when judgement is upshift, then calculate heating value T according to described formula (4) UP, when judgement is downshift, then calculate heating value T according to formula (3) UP
Controller 1 when calculating present clutch temp Tc and judge speed change, when carrying out next speed change according to present state of temperature, is predicted the ascending temperature T of the clutch relevant with this speed change as described above INH
This ascending temperature T INHPrediction carry out by the prediction ascending temperature calculation mechanism 102 that controller 1 is provided with.At this as shown in Figure 5, prediction ascending temperature calculation mechanism 102 comprises: clutch ascending temperature T during the prediction upshift INHThe UP speed change time clutch ascending temperature T during with the common downshift of prediction ascending temperature calculation mechanism 111, prediction INHCommon DOWN speed change the time clutch ascending temperature T during with prediction ascending temperature calculation mechanism 112, prediction aftermentioned PYDOWN speed change INHThe PYDOWN speed change time clutch ascending temperature T during with the synchronous speed change of prediction ascending temperature calculation mechanism 113, prediction second INHThe second synchronous speed change time with prediction ascending temperature calculation mechanism 114.
There is upshift to judge or downshift when judging at controller 1, prediction ascending temperature T earlier before the upshift instruction of reality or downshift instruction INHAbout the calculation method difference aftermentioned in each prediction ascending temperature calculation mechanism.
Prediction ascending temperature T when carrying out speed change by 102 calculating of prediction ascending temperature calculation mechanism are next INHThe time, as shown in Figure 5, this prediction ascending temperature T INHCalculate the present clutch temp Tc of mechanism's 101 calculating to 103 inputs of predicted temperature calculation mechanism with present temperature.
Predicted temperature calculation mechanism 103 adds prediction ascending temperature T on present clutch temp Tc INH, calculate when carrying out speed change next time finish speed change the time predicted temperature T ES
As shown in Figure 5, controller 1 is provided with threshold value storing mechanism 110, these threshold value storing mechanism 110 storage UP scaling loss temperature and DOWN scaling loss temperature.UP scaling loss temperature is that clutch temp Tc surpasses its then temperature of clutch scaling loss, uses when judging whether the clutch temp Tc after the speed change surpasses when upshift (the following UP speed change that also is recited as).DOWN scaling loss temperature is used when judging whether the clutch temp Tc after the speed change surpasses when downshift (the following DOWN speed change that also is recited as), is than the low temperature of UP scaling loss temperature, is the maximum heating value T that deduction is caused by the PYUP speed change from UP scaling loss temperature UPThe temperature of temperature rising part.The PYUP speed change is than common UP speed change heating value T UPFew speed change form is to carry out the speed change that speed change is judged, about this aftermentioned.
In mechanism 109 relatively predicted temperature T ESCompare with UP scaling loss temperature or DOWN scaling loss temperature, when judging predicted temperature T ESWhen UP scaling loss temperature or DOWN scaling loss temperature are above, forbid that then speed change switching mechanism 104 forbids upshift or downshift that speed change is judged, or switch to other speed change.At this, other speed change is meant: the relative PYDOWN speed change of the PYUP speed change of the upshift of carrying out with common speed change form and relative downshift of carrying out with common speed change form.On the other hand, when judging predicted temperature T ESWhen lower than UP scaling loss temperature or DOWN scaling loss temperature, then the speed change judged of this speed change is licensed, carries out upshift or downshift with common speed change form.
As shown in Figure 5, controller 1 possesses continuous change purpose (Even
Figure A200810165780D0016110513QIETU
チ エ Application ジ マ イ Application De) speed change permission number of times calculation mechanism 120.The change purpose is meant is carrying out rejudging the gear shifting operation situation of keeping off speed change to n from the n retaining to n+1 retaining or n-1 retaining.Speed change is being judged to be when being the change purpose, is not then predicting the ascending temperature T of clutch INH, but calculate continuous change purpose speed change permission number of times according to present clutch temp Tc.
Then in comparing mechanism 109, present change purpose stepless change number of times and continuous change purpose speed change permission number of times are compared, when change purpose speed change permission number of times is above continuously, then forbid carrying out upshift or the downshift that speed change is judged if judge present change purpose stepless change number of times.On the other hand, permit time a few hours if judge present change purpose stepless change number of times than continuous change purpose speed change, then upshift or the downshift that speed change is judged carried out in permission.
By above control, the upshift or the downshift of when clutch might be toasted, then forbidding next speed change, perhaps then allowing upshift or downshift to carrying out can judge when other speed change forms are switched that clutch can be by baking the time, therefore can carry out appropriate speed change according to the thermal load state of clutch and forbid and permit from common speed change form.
In this explanation above-mentioned PYUP speed change and PYDOWN speed change.PYUP speed change and PYDOWN speed change are respectively when comparing with identical input torque and common upshift and downshift speed change form, and the speed change time is shortened and therefore heating value T UPFew speed change form.Be exactly to shorten the speed change time specifically by rising gradient that increases hydraulic pressure and reduction gradient.
In the following description book, " upshift " means that the speed change level switches to High side speed change level, and " UP speed change " is the upshift of carrying out with common speed change form, mainly uses when variant with the upshift (for example PYUP speed change) of carrying out with other speed change forms clear and definite.Similarly, " downshift " means that the speed change level uses when Low side speed change level is switched, and " DOWN speed change " is the downshift of carrying out with common speed change form, mainly uses when variant with the upshift (for example PYDOWN speed change) of carrying out with other speed change forms clear and definite.
With reference to Fig. 9 the PYUP speed change is described on one side at first on one side.Fig. 9 is the time diagram that the gear ratio in the expression PYUP speed change, the hydraulic command value of separating the side clutch, the hydraulic command value that links the side clutch and Engine torque change, dotted line is represented common speed change form (UP speed change usually), and solid line is represented the few speed change form of heating value (PYUP speed change).
Shown in the solid line of Fig. 9, link the side clutch with respect to common speed change form (UP speed change usually) and ((the rising gradient of hydraulic pressure of t2～t3) adds the earth and controls in the rising gradient and inertia phase of the hydraulic pressure of t1～t2) moment of torsion in the stage.(the reduction gradient of hydraulic pressure of t1～t2) adds the earth and controls moment of torsion in the stage to separate the side clutch.Even this is to begin to have load capacity owing to link the side clutch, if separate the cause that then might produce interlocking when the side clutch has load capacity.
Thus, keep off than from n to the n+1 retaining changes at gear, relative in requisition for the time of t4-t1 with common speed change form (UP speed change usually), the PYUP speed change then only needs the time of t3-t1, so can shorten the time of t4-t3.Like this, the heating value T that links the side clutch UPJust reduce that part of of shortening time.
Upshift is carried out the control that Engine torque reduces in inertia phase, but because the PYUP speed change is set moment of torsion reduction amount greatlyyer, so even in the PYUP speed change, link with the shorter time linking the side clutch, also can suppress the deterioration that speed change is impacted.
Similarly, on one side with reference to Figure 10 the PYDOWN speed change is described on one side.Figure 10 is the time diagram that the gear ratio in the expression PYDOWN speed change, the hydraulic command value of separating the side clutch, the hydraulic command value that links the side clutch and Engine torque change, dotted line is represented common speed change form (DOWN speed change usually), and solid line is represented the few speed change form of heating value (PYDOWN speed change).
Shown in the solid line of Figure 10, separate the side clutch with respect to common speed change and ((the rising gradient of hydraulic pressure of t2～t3) adds the earth and controls the reduction gradient and inertia phase of the hydraulic pressure of t1～t2) beginning from speed change to begin to inertia phase.And link the side clutch (the rising gradient of hydraulic pressure of t2～t3) adds the earth and controls in the inertia phase.
Thus, keep off than from n to the n-1 retaining changes at gear, relative in requisition for the time of t6-t1 with common speed change, the PYDOWN speed change then only needs the time of t4-t1, so can shorten the time of t6-t4.Like this, the heating value T that separates the side clutch UPJust reduce and the corresponding part of time that shortens.
The control that the controller 1 that above one side is illustrated on one side with reference to Fig. 5 carries out is described in detail by the flow chart of following use Figure 11～Figure 18.Figure 11～flow process shown in Figure 180 is carried out by each each clutch.
The control content of present temperature calculation mechanism 101 is described on one side with reference to Figure 11 at first on one side.
Step S1: obtain present engine speed NE, turbine speeds NT, oily temperature To IL, information such as speed of a motor vehicle No.
Step S2: the state of judging clutch is to link normal state, separate transition state, separate normal state or link transition state.
If the state of clutch is to link normal state, then advance to step S3, reset and judge that the timer timing finishes, and before step S4, come in to calculate the heat dissipating capacity T when linking DownHeat dissipating capacity T during about binding DownThe calculation aftermentioned.
If the state of clutch is to separate transition state, then advance to step S5, judge that variable speed type is upshift or downshift.If downshift is then advanced to step S6, judge that resetting timer makes zero and come in to calculate heating value T when separating before step S7 UPHeating value T during separation UPCalculate according to above-mentioned formula (3).If variable speed type is that upshift is then advanced to step S8, the judgement timer that resets made zero and before step S9 and then heating value T UPBe set at 0 according to formula (4).
If the state of clutch is to separate normal state, then to advance to step S10, reverse countdown is carried out in the judgement timer timing that resets, and comes in to calculate the heat dissipating capacity T when separating before step S11 DownHeat dissipating capacity T during about separation DownThe calculation aftermentioned.
If the state of clutch is to link transition state, then advance to step S12, judge that variable speed type is upshift or downshift.If downshift is then advanced to step S8, judge resetting that timer makes zero and before step S9 and then heating value T UPBe set at 0 according to formula (4).If variable speed type is that upshift is then advanced to step S13, judge that resetting timer makes zero and the heating value T when coming in to calculate binding before step S14 UPHeating value T during binding UPCalculate according to above-mentioned formula (3).
Step S15: judging resets judges that timer is whether more than the clutch reset set time.Judge that timer is more than the clutch reset set time if reset, then advance to step S16, the present temperature T c of clutch as oil temperature To ILAnd finish processing.
Under the judgement timer that the resets situation littler than clutch reset set time, S17 advances to step, adds heating value T on the present temperature T c of clutch UPOr heat dissipating capacity T DownHeat dissipating capacity T DownIt is negative value.At this, said clutch reset set time is meant: the binding by clutch or separate normal state to be continued the stipulated time and can judge clutch temp Tc fully to reduce and with oil temperature To ILThe time of equal extent.
Step S18: whether the present temperature T c that judges clutch is at oil temperature To ILBelow.If the present temperature T c of clutch is at oil temperature To ILBelow, then advance to step S16, the present temperature T c of clutch is set at oily temperature To ILIf the present temperature T c of clutch is than oily temperature To ILWhen high, then finish dealing with.In fact be difficult to promptly consider that clutch temp Tc is than oily temperature To ILLow situation, thus the calculation clutch temp Tc than oily temperature To ILWhen low, then clutch temp Tc is set at oily temperature To IL
At this, with reference to the flow chart of Figure 12 when in the step S4 of Figure 11 linking heat dissipating capacity T on one side be described on one side DownCalculation.Heat dissipating capacity T during separation among the step S11 DownHeat dissipating capacity T during also with the binding of following explanation DownCalculation calculate with same method.
Step S101: judge whether just to finish speed change.Then advance if just finished speed change, then advance to step S103 if not just finished speed change to step S102.
Step S102: according to the present temperature T c and the oily temperature To of clutch ILTemperature difference come setting temperature to reduce gradient.Temperature reduction gradient is A, the C in above-mentioned formula (1), (2), the present temperature T c of clutch and oily temperature To ILTemperature difference then be set greatly more greatly more.
Step S103: make the timer timing.
Step S104: judge that timer is whether more than specified value.If timer then advances to step S105, temperature is reduced the gradient (certain value) that gradient is set regulation for more than specified value.
Step S106: reduce gradient according to the time that begins from speed change (above-mentioned timer value) and temperature and calculate heat dissipating capacity T when linking DownAnd finish processing.At this, specified value is the t1 in above-mentioned formula (1), (2), is to reduce gradient to roughly becoming certain needed time with the irrelevant temperature of the temperature in when beginning heat radiation, for example sets 5sec for.
Following one side illustrates prediction ascending temperature calculation mechanism 102, predicted temperature calculation mechanism 103, threshold value calculation mechanism 110 on one side, changes purpose speed change permission number of times calculation mechanism 115, the relatively mechanism 109 and the control content of forbidding speed change switching mechanism 104 continuously with reference to Figure 13, Figure 14.
Step S21: judge whether it is that speed change is judged.When being the speed change judgement, then advance, when not being the speed change judgement, then finish processing to step S22.
Step S22: judge whether the variable speed type that above-mentioned speed change is judged is the change purpose.Then advance when being the change purpose, then do not advance when not being the change purpose to step S23 to step S50.Change purpose (チ エ Application ジ マ イ Application De) is meant from the n retaining and rejudges the situation of keeping off speed change to n to the gear shifting operation of n+1 retaining or n-1 retaining.
Step S23: judge that variable speed type is upshift or downshift.If upshift is then advanced to step S24, if downshift is then advanced to step S29.
Step S24 (heating value projecting body): use the prediction ascending temperature during calculation UP speed change.The prediction ascending temperature T of the clutch that links when being meant upshift with the prediction ascending temperature during UP speed change INH, about detailed calculation method aftermentioned.
Step S25 (thermal load projecting body): with the prediction ascending temperature, use predicted temperature T when obtaining the UP speed change when on present clutch temp Tc, adding the UP speed change ES
Step S26: use predicted temperature T when judging the UP speed change ESMore than UP scaling loss temperature (the first regulation zone), in other words be to use predicted temperature T when judging the UP speed change whether ESWhether become the state that enters the above temperature province of UP scaling loss temperature.If use predicted temperature T during the UP speed change ESLower than UP scaling loss temperature, then advance to step S27, carry out the UP speed change with common speed change form, use predicted temperature T during as if the UP speed change ESMore than UP scaling loss temperature, then advance to step S28, carrying out the few speed change form of heating value is the PYUP speed change.At this, said common speed change form is that common UP speed change is meant: set the hydraulic pressure that the imperceptible speed change of driver impacts for and the speed change form of carrying out, the PYUP speed change is meant: shorten the speed change that clutch links the required time by improve climbing from hydraulic pressure to this clutch that supply with than common UP speed change.Set the moment of torsion reduction amount of motor greatlyyer when carrying out the PYUP speed change than common UP speed change.Thus, can suppress the deterioration that speed change is impacted, and can make heating value T by the decline of input torque UPAlso descend.
On the other hand, in step S23, when judging that variable speed type is downshift, then advance calculation DOWN scaling loss temperature to step S29.The detailed calculation method aftermentioned of DOWN scaling loss temperature.
Step S30: judge whether it is the downshift that causes by gas pedal.If then advance, if not the downshift that is caused by gas pedal is then advanced to step S31 to step S40 by the downshift that gas pedal causes.
Step S31 (heating value projecting body): when calculating common DOWN speed change with the prediction ascending temperature.The prediction ascending temperature T of the clutch that separates when usually being meant common downshift with the prediction ascending temperature during DOWN speed change INH, about detailed calculation method aftermentioned.
Step S32 (thermal load projecting body): with the prediction ascending temperature, use predicted temperature T when obtaining common DOWN speed change when on present clutch temp Tc, adding common DOWN speed change ES
Step S33: use predicted temperature T when judging common DOWN speed change ESWhether more than DOWN scaling loss temperature (the second regulation zone), in other words be to use predicted temperature T when judging common DOWN speed change ESWhether become the state that enters the above temperature province of DOWN scaling loss temperature.If usually use predicted temperature T during the DOWN speed change ESLower than DOWN scaling loss temperature, then advance to step S34, carry out common DOWN speed change, if usually use predicted temperature T during the DOWN speed change ESMore than DOWN scaling loss temperature, then advance to step S35.
Step S35 (heating value projecting body): use the prediction ascending temperature during calculation PYDOWN speed change.The prediction ascending temperature T of the clutch that separates when being meant the PYDOWN speed change with the prediction ascending temperature during PYDOWN speed change INH, about detailed calculation method aftermentioned.The PYDOWN speed change is meant: by than common speed change form being the required time of clutch separation is shortened in speed change from common DOWN speed change raising to the rate of descent of this clutch supply hydraulic pressure.
Step S36 (thermal load projecting body): use prediction ascending temperature T when on present clutch temp Tc, adding the PYDOWN speed change INH, use predicted temperature T when obtaining the PYDOWN speed change ES
Step S37: use predicted temperature T when judging the PYDOWN speed change ESMore than DOWN scaling loss temperature (the second regulation zone), in other words be to use predicted temperature T when judging the PYDOWN speed change whether ESWhether enter the above temperature province of DOWN scaling loss temperature.If use predicted temperature T during the PYDOWN speed change ESLower than DOWN scaling loss temperature, then advance to step S38, carry out the PYDOWN speed change, use predicted temperature T during as if the PYDOWN speed change ESMore than DOWN scaling loss temperature, then advance to step S39, forbid carrying out the downshift that speed change is judged.
On the other hand, in step S30 when judging when being the downshift that causes by gas pedal, then advance to step S40, in step S21 when judging that have speed change to judge then judges: whether gas pedal aperture before below the regulation aperture, and whether the pace of change of gas pedal aperture more than fixing speed.Advance to step S46 in that the situation that satisfies above-mentioned condition is next, even above-mentioned condition was then advanced to step S41 when having one not satisfy.The regulation aperture roughly is zero, and it is to judge that gas pedal is by the value of the degree of entering into rapidly that fixing speed is set to.Be that above-mentioned condition is set up under the situation that roughly state of contract fully is entered into rapidly in the gas pedal aperture, this situation is owing to be the situation of carrying out first synchronization control, so S46 advances to step, because the invalid situation of above-mentioned condition is the situation of carrying out second synchronization control, so advance to step S41.
First synchronization control and second synchronization control are meant: make the rotational speed of the clutch of the rotational speed of motor and binding link the control of this clutch synchronously when downshift, not pulling separation side clutch ground in first synchronization control separates rapidly, promptly with relative the hydraulic stage reduction of supplying with to this clutch, disengaging sense with the elimination output torque in second synchronization control is that purpose is separated while pulling this clutch, promptly decrescence different on the point of the hydraulic pressure that this clutch is supplied with.
Step S41 (heating value projecting body): during the calculation second synchronous speed change with predicting ascending temperature T INHThe prediction ascending temperature T of the clutch that separates when being meant the speed change of second synchronization control with the prediction ascending temperature during the second synchronous speed change INH, about detailed calculation method aftermentioned.
Step S42 (thermal load projecting body): when on present clutch temp Tc, adding the second synchronous speed change with prediction ascending temperature T INH, use predicted temperature T when obtaining the second synchronous speed change ES
Step S43: use predicted temperature T when judging the second synchronous speed change ESWhether more than DOWN scaling loss temperature (the second regulation zone).If use predicted temperature T during the second synchronous speed change ESLower than DOWN scaling loss temperature, then advance to step S44, carry out the speed change of second synchronization control, if use predicted temperature T during the second synchronous speed change ESMore than DOWN scaling loss temperature, then advance to step S45, forbid carrying out the downshift that speed change is judged.
On the other hand, when judging gear-shift command is arranged in step S40, and judge: gas pedal aperture before is below the regulation aperture, and the pace of change of gas pedal aperture is when fixing speed is above, then advance, read in present clutch temp Tc to step S46.
Step S47: judge that present clutch temp Tc is whether more than DOWN scaling loss temperature.If present clutch temp Tc is lower than DOWN scaling loss temperature, then advance to step S48, carry out the speed change of first synchronization control, if present clutch temp Tc then advances to step S49, forbid downshift more than DOWN scaling loss temperature.
On the other hand, work as in step S22 and judge it is the change purpose, then the step S50 to Figure 14 advances, and judges that variable speed type is upshift or downshift.Advance to step S51 when judgement is upshift, advance to step S57 when judgement is downshift.At this, this step S50 and step S23 similarly, upshift is the upshift that only refers to link transition state, downshift is the downshift that only refers to separate transition state.
Step S51: read in present clutch temp Tc.
Step S52: the continuous change purpose speed change permission number of times of clutch temp Tc when reading in the UP speed change.Change purpose speed change permission number of times decides with reference to the chart of Figure 15 and according to clutch temp Tc continuously.
Be divided into S zone, a-quadrant, B zone and these four zones, C zone according to clutch temp Tc in the chart of Figure 15, be positioned at which zone by present clutch temp Tc and decide change purpose speed change permission number of times.The S zone is the zone of clutch temp Tc more than UP scaling loss temperature.The a-quadrant is that clutch temp Tc is less than UP scaling loss temperature but the zone more than DOWN scaling loss temperature.The B zone is clutch temp Tc maximum heating value T less than DOWN scaling loss temperature but when deducting upshift from UP scaling loss temperature UPThe above zone of temperature.The C zone maximum heating value T that is clutch temp Tc when from UP scaling loss temperature, deducting upshift UPThe zone of temperature.
When present clutch temp Tc is positioned at the S zone,,, changes purpose speed change permission number of times continuously and be set at 0 so forbid the change purpose owing to will cause the clutch baking.When being positioned at the a-quadrant,,, changing purpose speed change permission number of times continuously and be set at 0 so forbid the change purpose even also might enter into the S zone owing to once change purpose.When being positioned at the B zone, even, be set to once so change purpose speed change permission number of times continuously because upshift change purpose also generation in next downshift in the downshift can limit this downshift.When being positioned at the C zone, do not need to limit the change purpose, but for example continuous change purpose speed change permission number of times is set at five times at this.
Turn back to Figure 14, step S53 judges whether present change purpose stepless change number of times lacks than continuous change purpose speed change permission number of times.If present change purpose stepless change number of times lacks than continuous change purpose speed change permission number of times, then advance to step S54, increase the stepless change number of times, advance to step S55 and carry out upshift.If present change purpose stepless change number of times then advances to step S56, forbid upshift more than continuous change purpose speed change permission number of times.
On the other hand, in step S50, when judging that variable speed type is downshift, then advance, read in present clutch temp Tc to step S57.
Step S58: the continuous change purpose speed change permission number of times of clutch temp Tc when reading in downshift.Continuous change purpose speed change permission number of times when continuous change purpose speed change permission number of times during downshift and the upshift of asking in step S52 is similarly obtained.But clutch temp Tc is different during with upshift in B when zone.Because the change purpose of downshift might make upshift forcibly for the overspeed operation that prevents next motor in the upshift, forbids the change purpose so consider this upshift.
Step S59: judge whether present change purpose stepless change number of times lacks than continuous change purpose speed change permission number of times.If present change purpose stepless change number of times lacks than continuous change purpose speed change permission number of times, then advance to step S60, increase the stepless change number of times, advance to step S61 and carry out downshift.If present change purpose stepless change number of times then advances to step S62, forbid downshift more than continuous change purpose speed change permission number of times.
When following one side illustrates UP speed change among the step S24 of Figure 13 on one side with reference to the time diagram of the flow chart of Figure 16 and Figure 20 with prediction ascending temperature T INHCalculation.The time diagram of Figure 20 is represented: (a) variation of the hydraulic pressure supplied with to clutch of the transmitting torque of present speed change level CurGP, (c) the turbine speeds NT of target shift speed level NxtGP, (b), (d) output speed No (speed of a motor vehicle), (e) acceleration, (f) relative rotation speed, (g) clutch, (h).T1～t2 is the pretreatment time, and t2～t3 is the moment of torsion phase targets time, and t3～t4 is the inertia phase object time, and the pretreatment time is meant the time that the stroke of piston from the gear-shift command to the clutch is finished.
Step S201: the acceleration (Figure 20 (e): t1) when the calculation pretreatment begins.The speed of a motor vehicle when acceleration when pretreatment begins begins according to pretreatment and the speed of a motor vehicle before the stipulated time are calculated.
Step S202: read in the pretreatment time (t2-t1).The pretreatment time is that present embodiment reads in the pretreatment time back up timer that speed Control has according to the time of the speed of a motor vehicle and moment of torsion decision.
Step S203: the speed of a motor vehicle (Figure 20 (d): t2) when the calculation moment of torsion stage begins.The following calculation of the speed of a motor vehicle when moment of torsion stage begins: on the speed of a motor vehicle when acceleration when pretreatment is begun and pretreatment time multiplied result are added in pretreatment and begin.
Step S204: turbine moment of torsion when the calculation moment of torsion stage begins.The speed of a motor vehicle and speed change when the turbine moment of torsion began from the moment of torsion stage earlier when the moment of torsion stage began are recently asked turbine speeds NT, calculate according to turbine speeds NT and with reference to rotation-torque conversion chart of storing in advance again.
Step S205: the speed of a motor vehicle when beginning according to the moment of torsion stage and turbine moment of torsion read in the moment of torsion phase targets time (t3-t2) that speed Control has.
Step S206: transmitting torque (Figure 20 (g): t2) when the calculation moment of torsion stage begins.Transmitting torque was the moment of torsion with the Returnning spring balance of clutch when the moment of torsion stage began, owing to do not supply with hydraulic pressure when the moment of torsion stage begins, so transmitting torque is zero when the moment of torsion stage begins.
Step S207: the speed of a motor vehicle (Figure 20 (d): t3) when the calculation inertia phase begins.The following calculation of speed of a motor vehicle when inertia phase begins: add the speed of a motor vehicle when moment of torsion stage begins on acceleration when pretreatment begins and the moment of torsion phase targets time multiplied result.
Step S208: turbine moment of torsion when the calculation inertia phase begins.When inertia phase begins the turbine moment of torsion earlier the speed of a motor vehicle and the speed change when inertia phase begins recently ask turbine speeds NT, calculate according to turbine speeds NT and with reference to rotation-torque conversion chart again.
Step S209: transmitting torque (Figure 20 (g): t3) when the calculation inertia phase begins.Transmitting torque calculated by being multiplied by share ratio on the turbine moment of torsion when inertia phase begins when inertia phase began.Said share ratio is meant: the ratio relative with input torque in the moment of torsion that a plurality of clutch that is linked by this speed change level in certain speed change level is born respectively.
Step S210: calculation average transmitting torque of moment of torsion stage (Figure 20 (g)).The transmitting torque addition was calculated divided by 2 then when average transmitting torque of moment of torsion stage transmitting torque and inertia phase when the moment of torsion stage is begun began.The mean value of transmitting torque calculated when transmitting torque and inertia phase began when promptly beginning as the moment of torsion stage.
Step S211: hydraulic pressure (Figure 20 (h): t2) when the calculation inertia phase begins.Hydraulic pressure calculated according to following formula when inertia phase began.
(hydraulic pressure when inertia phase begins)=(transmitting torque when inertia phase begins)/(A * μ * D * N)+F/A (8)
At this, A is an area, and μ is a friction factor, and D is an effective diameter, and N is the liner number, and F is the load-carrying of Returnning spring.
Step S212: the speed of a motor vehicle when turbine moment of torsion and inertia phase begin when beginning according to inertia phase and read in the slope of inertia phase hydraulic pressure when beginning from the speed Control chart.
Step S213: the average hydraulic pressure of calculation inertia phase.Hydraulic pressure when the average hydraulic pressure of inertia phase begins according to inertia phase, the slope and the inertia phase object time of hydraulic pressure calculated when inertia phase began.The inertia phase object time is a constant.
Step S214: calculate the average transmitting torque of inertia phase (Figure 20 (g)) according to the average hydraulic pressure of inertia phase.
Step S215: relative rotation speed (Figure 20 (f): t2) when the calculation moment of torsion stage begins.Relative rotation speed calculated according to following formula (9) when the moment of torsion stage began.
(relative rotation speed when the moment of torsion stage begins)={ A * (output speed No when the moment of torsion stage begins)+B * (turbine speeds NT when the moment of torsion stage begins) } * 2 π/60 (9)
At this, A, B are that constant is calculated in rotation relatively, obtain from alignment chart in advance.
Step S216: relative rotation speed (Figure 20 (f): t3) when the calculation inertia phase begins.Relative rotation speed calculated according to following formula (10) when inertia phase began.
(relative rotation speed when inertia phase begins)={ A * (output speed No when inertia phase begins)+B * (turbine speeds NT when inertia phase begins) } * 2 π/60 (10)
Step S217: calculation average relative rotation speed of moment of torsion stage (Figure 20 (f)).The relative rotation speed addition was calculated divided by 2 then when average relative rotation speed of moment of torsion stage relative rotation speed and inertia phase when the moment of torsion stage is begun began.The mean value of relative rotation speed calculated when relative rotation speed and inertia phase began when promptly beginning as the moment of torsion stage.
Step S218: the calculation average relative rotation speed of inertia phase (Figure 20 (f)).The average relative rotation speed of inertia phase relative rotation speed when inertia phase is begun calculates divided by 2.Because the relative rotation speed of inertia phase when finishing is zero, so the mean value when finishing when relative rotation speed calculates inertia phase and begins divided by 2 when inertia phase is begun.
Step S219: calculation heating value T UPHeating value T UPCalculate according to following formula (11).
(heating value T UP)={ (time in moment of torsion stage) * (average relative rotation speed of moment of torsion stage) * (average transmitting torque of moment of torsion stage)+(inertia phase time) * (the average relative rotation speed of inertia phase) * (the average transmitting torque of inertia phase) }/1000 * (Q-T conversion conefficient) (11)
At this, the Q-T conversion conefficient is owing to become [J] in time unit that time, relative rotation speed, moment of torsion are multiplied each other, thus be used for it is transformed into [℃] coefficient.Owing to when change of scale, make [kJ] multiplying factor more afterwards into, so in advance divided by 1000.
Following one side illustrates the calculation of the DOWN scaling loss temperature among the step S29 of Figure 13 on one side with reference to the flow chart of Figure 17.
Step S301: the speed of a motor vehicle of calculation after n-1 retaining speed change.
Step S302: the acceleration of calculation after n-1 retaining speed change.Ask turbine speeds NT from the speed of a motor vehicle that step S301 asks, ask the turbine moment of torsion with reference to rotation-torque conversion chart then, calculate acceleration according to the turbine moment of torsion.
Step S303: the speed change speed of a motor vehicle of keeping off to n during calculation n-1 retaining.In n-1 when retaining, be meant that to the speed change speed of a motor vehicle of n retaining being judged is the speed of a motor vehicle to the UP speed change of n retaining, calculates with reference to the speed change chart.
Step S304 (time estimating mechanism): in calculation n-1 when retaining, is to the speed change speed of a motor vehicle time of advent of n retaining.When calculating the n-1 retaining according to the acceleration of step S302 calculation to speed change speed of a motor vehicle time of advent of n retaining.
Step S305: calculation coefficient of heat transfer.Heating value T according to downshift UPCalculate coefficient of heat transfer with present clutch temp Tc, the temperature after downshift is finished is high more then to be calculated greatly more.
Step S306: the heat dissipating capacity T during calculation n-1 retaining before the speed change speed of a motor vehicle of n retaining arrives DownMultiply each other the time of advent to the speed change speed of a motor vehicle of n retaining during by coefficient of heat transfer and n-1 retaining and calculate heat dissipating capacity T Down
Step S307: calculation decline scaling loss temperature.On the decline scaling loss temperature that is becoming the basis, add that the speed change speed of a motor vehicle to the n retaining arrives heat dissipating capacity T before when keep off with n-1 DownLower value is calculated decline scaling loss temperature in caused temperature reduction resulting value of part and the UP scaling loss temperature.
And then, on one side when this illustrates on one side common DOWN speed change among the step S31 of Figure 13 with reference to the time diagram of the flow chart of Figure 18 and Figure 21 with prediction ascending temperature T INHCalculation.The time diagram of Figure 21 is represented: (a) variation of turbine speeds NT, (b) upshift rotational speed N o (speed of a motor vehicle), (c) acceleration, (d) relative rotation speed, (e) clutch transmission torque.T1～t2 is the inertia phase object time.
Step S401: the speed of a motor vehicle (Figure 21 (b): t1) when the calculation inertia phase begins.The following calculation of speed of a motor vehicle when inertia phase begins: acceleration when pretreatment is begun and pretreatment time multiplied result and the speed of a motor vehicle addition when pretreatment begins.
Step S402: earlier the speed of a motor vehicle and the speed change when inertia phase begins recently asked turbine speeds NT, turbine moment of torsion when calculating inertia phase and begin according to turbine speeds NT and with reference to rotation-torque conversion chart again.
Step S403: transmitting torque (Figure 21 (e): t1) when the calculation inertia phase begins.Transmitting torque when being multiplied by share ratio on the turbine moment of torsion when inertia phase begins and calculating inertia phase and begin.
Step S404: the speed of a motor vehicle (Figure 21 (b): t2) when the calculation inertia phase is finished.The speed of a motor vehicle when calculating inertia phase and finish according to present acceleration, pretreatment time, inertia phase object time.
Step S405: turbine moment of torsion when the calculation inertia phase is finished.Earlier the speed of a motor vehicle and the speed change when inertia phase is finished recently asked turbine speeds NT, turbine moment of torsion when calculating inertia phase and finish according to turbine speeds NT and with reference to rotation-torque conversion chart again.
Step S406: transmitting torque (Figure 21 (e): t2) when the calculation inertia phase is finished.Transmitting torque when being multiplied by share ratio and safety coefficient on the turbine moment of torsion when inertia phase is finished and calculating inertia phase and finish.When said safety coefficient is meant downshift and be used to determine the constant of hydraulic pressure when cut-off clutch, the turbine moment of torsion and the speed of a motor vehicle are asked when finishing according to inertia phase.
Step S407: the calculation average transmitting torque of inertia phase (Figure 21 (e)).The transmitting torque addition was calculated the average transmitting torque of inertia phase divided by 2 then when transmitting torque and inertia phase were finished when inertia phase is begun.The mean value of transmitting torque calculated when transmitting torque and inertia phase were finished when promptly beginning as inertia phase.
Step S408: the calculation average relative rotation speed of inertia phase (Figure 20 (d)).Calculate the average relative rotation speed of inertia phase according to following formula (12).
(the average relative rotation speed of inertia phase)={ A * (output speed No when inertia phase begins)+B * (turbine speeds NT when inertia phase begins) } * π/60 (12)
At this, A, B are that constant is calculated in rotation relatively, obtain from alignment chart in advance.
Step S409: calculation heating value T UPHeating value T UPCalculate according to following formula (13).
(heating value T UP)={ (inertia phase time) * (the average relative rotation speed of inertia phase) * (the average transmitting torque of inertia phase) }/1000 * (Q-T conversion conefficient) (13)
Among the step S35 of Figure 13, use prediction ascending temperature T during the PYDOWN speed change INHCalculation and during above-mentioned common DOWN speed change with prediction ascending temperature T INHCalculation identical, but the weak point of using during than common DOWN speed change in inertia phase object time that step S404 uses, this point is different.
Then, on one side when illustrating in the step S41 of Figure 13 about the second synchronous speed change on one side with reference to the flow chart of Figure 19 with predicting ascending temperature T INHCalculation.
Step S501: the relative rotation speed of calculation turbine speeds NT and output speed No.
Step S502: the target transmitting torque of the clutch that calculation separates.
Step S503: calculation target shift speed time.
Step S504: calculation prediction heating value T UPBy being multiplied each other, relative rotation speed and target transmitting torque and target shift speed time calculates prediction heating value T UP
Below, with reference to the time diagram of Figure 22 the effect of the gear change control device of present embodiment automatic transmission on one side be described on one side.Short of explanation, then upshift and downshift are paid attention to the speed change of the common speed change form of speed change impact with regard to meaning.Figure 22 is the time diagram of certain clutch temp variation of expression, is illustrated between n speed retaining and the n+1 speed retaining to carry out upshift and the downshift situation of heat radiation afterwards repeatedly.
When moment t1 is instructed the UP speed change, use prediction ascending temperature T during calculation UP speed change INH, present clutch temp Tc and its addition are then obtained predicted temperature T after the UP speed change ES, because it does not surpass UP scaling loss temperature, so carry out upshift.
When moment t2 is instructed downshift, use prediction ascending temperature T when then calculating the DOWN speed change INH, present clutch temp Tc and its addition are then obtained predicted temperature T after the downshift ES, because it does not surpass DOWN scaling loss temperature, so carry out downshift.
Then, similarly upshift and downshift repeatedly when t3 is judged upshift in the moment, are then calculated the predicted temperature T after the upshift ES, because this predicted temperature T ESSurpassing UP scaling loss temperature, is the PYUP speed change so carry out the few speed change form of heating value.The heating value T of clutch therefrom UPReduce, so avoided clutch temp above UP scaling loss temperature and by scaling loss.
Then, this clutch becomes the binding normal state, little by little heat radiation.At this moment heat dissipating capacity T DownBe clutch temp and the oily temperature To after temperature reduces the upshift just that gradient carried out later on by moment t3 ILTemperature difference decide.
When t4 is judged downshift in the moment, then calculate the predicted temperature T after the speed change when carrying out downshift with common speed change form ES, because this predicted temperature T ESSurpass DOWN scaling loss temperature, so the few speed change form of calculation heating value is the predicted temperature T after the PYDOWN speed change ESBut because the predicted temperature T after the PYDOWN speed change ESAlso surpass DOWN scaling loss temperature, so forbid carrying out the downshift that speed change is judged.
When moment t5 is judged downshift once more, then calculate the predicted temperature T after the speed change when carrying out downshift with common speed change form ES, because this predicted temperature T ESSurpass DOWN scaling loss temperature, so the predicted temperature T after the calculation PYDOWN speed change ESAnd because the few speed change form of heating value is the predicted temperature T after the PYDOWN speed change ESDo not surpass DOWN scaling loss temperature, so carry out the PYDOWN speed change.
This clutch becomes the separation normal state then, little by little heat radiation.At this moment heat dissipating capacity T DownBe that temperature reduces gradient and just finishes clutch temp and oily temperature To after the downshift by what moment t5 carried out later on ILTemperature difference decide.
After moment t5, when process clutch reset set time, or the temperature of clutch becomes oily temperature To ILWhen following, then clutch temp as oil temperature To IL(certain value) keeps.
In the above present embodiment, because according to the kind of speed change is upshift or downshift and judging the permission speed change or forbidding that the scaling loss temperature of speed change is set at different temperature, so, can permit speed change to greatest extent by variable speed type, can prevent that runnability from worsening.
Because UP scaling loss temperature is set for than the higher temperature of DOWN scaling loss temperature, thus upshift can be permitted to greatest extent, and can consider suitably to forbid downshift before to the rising speed change after the downshift.
Because according to setting DOWN scaling loss temperature up to the upshift time before after the downshift of calculating according to present travelling state, so by being used to of considering to produce after the downshift prevent the racing of the engine running, can permit downshift to greatest extent apart from time of upshift, can prevent further that runnability from worsening.
Because the maximum heating value T that clutch produced when the amount that DOWN scaling loss temperature is set lowlyer than UP scaling loss temperature was the PYUP speed change UPSo the part that caused temperature rises is can be the caused heating value T of the upshift after the downshift when judging the permission downshift or forbidding downshift UPTake into account, can permit downshift to greatest extent, and can prevent the reduction of clutch durability.
When upshift, the prediction finish speed change the time clutch temp when UP scaling loss temperature is above, carry out the heating value T of clutch UPThe PYUP speed change of lacking than common UP speed change.At this, forbid upshift temporarily, engine speed NE further rises, and if produce the pressure upshift that is used to prevent overspeed operation, then the relative rotation speed of clutch raises more, so heating value T under this situation UPAlso correspondingly become big, become and under situation very harsh aspect the heat release, carry out speed change.Thus, as mentioned above prediction finish speed change the time clutch temp when UP scaling loss temperature is above, do not forbid the UP speed change but carry out heating value T UPFew PYUP speed change can prevent the reduction of clutch durability so rightly.
Because when downshift, prediction finish speed change the time clutch temp when DOWN scaling loss temperature is above, to carrying out the heating value T of clutch UPDuring the PYDOWN speed change lacked than common DOWN speed change, the clutch temp when finishing speed change predicts, if the temperature of prediction does not surpass DOWN scaling loss temperature, then carry out the PYDOWN speed change,, can prevent more that runnability from worsening so can allow downshift to greatest extent.
Above present embodiment is because the temperature during heat radiation reduced gradient before timer becomes specified value, as clutch temp Tc when finishing speed change and oily temperature To ILTemperature difference and the temperature set reduces gradient, become specified value when above at timer, clutch temp Tc and oily temperature To when finishing speed change ILThe clutch temp Tc begin to become specified value to timer from heat radiation before irrespectively is set at certain regulation gradient, so can improve the inferring precision of present temperature than higher zone and prevent that runnability from worsening.After timer became specified value, clutch temp Tc reduced, owing to can think that the clutch temp Tc when temperature reduces gradient with the heat radiation beginning irrespectively roughly keeps certain, so can reduce data capacity by using certain regulation gradient.
For present temperature T c and oily temperature To according to clutch ILTemperature difference and the temperature set reduces gradient then be configured to big more gradient because the clutch temp Tc when finishing speed change is high more, so can calculate present clutch temp Tc more accurately.
Because the regulation gradient is configured to present temperature T c and the oily temperature To of beguine according to clutch ILTemperature difference and the temperature set reduces the little gradient of gradient, so can precision the present clutch temp Tc of highland calculation more.
And, in the above present embodiment, because the heating value T that prediction is produced by speed change before speed change begins UP, and the clutch temp Tc of prediction when finishing speed change decides according to the clutch temp Tc of this prediction and to carry out speed change or to forbid speed change, so can improve the speed change permissibility, can prevent that runnability from worsening.Because the clutch heating value T when predicting speed change according to the mean value of the mean value of clutch transmission torque and clutch relative rotation speed UPSo, can suppress the calculation amount with the hydraulic data integration is predicted to compare, and improve precision of prediction.
Predict the speed of a motor vehicle, turbine moment of torsion, the transmitting torque of clutch, relative rotation speed owing to begin preceding acceleration according to speed change, and the mean value of prediction clutch transmission torque and the mean value of clutch relative rotation speed, so can reduce data volume, and can make data setting easier.
When upshift since the slope of the hydraulic pressure of supplying with to clutch when beginning and the object time of inertia phase according to inertia phase calculate the mean value of the transmitting torque of inertia phase, so can not only guarantee precision of prediction but also reduce the calculation amount.
Be not limited to the embodiment of above explanation, in the scope of its technological thought, various distortion and change can be arranged.

Claims (14)

1, a kind of gear change control device of automatic transmission is carried out from the speed change of present speed change level to the target shift speed level by linking or separate a plurality of friction elements selectively, it is characterized in that,
Comprise: mechanism is calculated in the present thermal load of calculating the present thermal load state of described friction element;
The heating value projecting body of the heating value of described friction element when described speed change is carried out in prediction before described speed change begins;
Predict the thermal load projecting body of the thermal load state of described friction element when finishing speed change according to the heating value of the present thermal load state of described friction element and the prediction of described heating value projecting body;
The prediction of described thermal load projecting body finish speed change the time thermal load state when being in the regulation zone, change speed change form is carried out speed change, so that the heating value of described friction element is lacked when being in outside the regulation zone than the described thermal load state of prediction, the speed Control mechanism that perhaps forbids described speed change
According to described speed change is upshift or downshift, and described regulation zone is set to different zones.
2, the gear change control device of automatic transmission as claimed in claim 1 is characterized in that,
Described regulation zone is set to the first regulation zone when described speed change is upshift, be set to the second regulation zone when described speed change is downshift,
The described second regulation zone is set in the low side of thermal load state wideer than the described first regulation zone.
3, the gear change control device of automatic transmission as claimed in claim 2 is characterized in that,
Possessing the time estimating mechanism, is under the situation of downshift in described speed change, arrives the time of upshift this time estimating mechanism is inferred downshift according to present travelling state before the described speed change of beginning after,
Set the described second regulation zone according to the time that described time estimating mechanism is inferred.
4, the gear change control device of automatic transmission as claimed in claim 2 is characterized in that,
Changing described speed change form and carrying out under the situation of upshift for the heating value that reduces described friction element, the described second regulation zone is set at the low side of the thermal load state degree wideer than described first regulation zone thermal load state suitable with the maximum heating value of described friction element generation corresponding.
5, as the gear change control device of each described automatic transmission in the claim 2 to 4, it is characterized in that,
When described speed change is upshift, the prediction of described thermal load projecting body finish speed change the time thermal load state when being in the described first regulation zone, change speed change form is carried out speed change, so that the heating value of described friction element is lacked when being in outside the described first regulation zone.
6, as the gear change control device of each described automatic transmission in the claim 2 to 4, it is characterized in that,
When described speed change is downshift, the prediction of described thermal load projecting body finish speed change the time thermal load state when being in the described second regulation zone, the heating value of the described friction element when the speed change form that prediction is lacked with the heating value of described friction element when being in outside the described second regulation zone is carried out speed change
Thermal load state when predicting that according to the present thermal load state of the heating value of new prediction and described friction element described friction element is finished speed change,
Described new prediction finish speed change the time thermal load state when being in outside the described second regulation zone, carry out speed change with described speed change form after changing.
7, the gear change control device of automatic transmission as claimed in claim 1 is characterized in that,
Possess the oily temperature feeler mechanism of detecting described automatic transmission fluid temperature,
Described present thermal load calculation mechanism according to the reduction gradient of the thermal load state of described friction element and when finishing speed change elapsed time calculate the thermal load state of described friction element,
During playing through first stipulated time when finishing speed change, described reduction gradient be thermal load state when finishing speed change and oily temperature set first reduce gradient, play when finishing speed change passed through described first stipulated time after, described reduction gradient is that second of thermal load state when finishing speed change and the oil temperature regulation that it doesn't matter reduces gradient.
8, the gear change control device of automatic transmission as claimed in claim 7 is characterized in that,
Thermal load state when finishing speed change is high more, and described first reduces gradient is configured to big more gradient.
9, as the gear change control device of claim 7 or 8 described automatic transmission, it is characterized in that,
It is little that described second gradient ratio described first that reduces gradient reduces gradient.
10, as the gear change control device of claim 7 or 8 described automatic transmission, it is characterized in that,
Described thermal load state is a temperature,
When having passed through when finishing speed change than long second stipulated time described first stipulated time, described present thermal load calculation mechanism stops the calculation to the thermal load state of described friction element, be the present thermal load setting state of described friction element oily warm.
11, as the gear change control device of claim 7 or 8 described automatic transmission, it is characterized in that,
Described thermal load state is a temperature,
When the thermal load state of described friction element becomes the oil temperature when following, described present thermal load calculation mechanism stops the calculation to the thermal load state of described friction element, is the present thermal load setting state of described friction element oily warm.
12, the gear change control device of automatic transmission as claimed in claim 1 is characterized in that,
The mean value of the described friction element transmitting torque of described heating value projecting body during according to described speed change and the mean value of described friction element relative rotation speed are predicted the heating value of described friction element.
13, the gear change control device of automatic transmission as claimed in claim 12 is characterized in that, possesses:
Speed of a motor vehicle projecting body, the speed of a motor vehicle the when speed of a motor vehicle the when acceleration before it begins according to described speed change predicts that the moment of torsion stage begins and inertia phase begin;
Turbine moment of torsion projecting body, the speed of a motor vehicle the when speed of a motor vehicle when it began according to the moment of torsion stage and inertia phase begin are predicted the turbine moment of torsion when turbine moment of torsion when the moment of torsion stage begins and inertia phase begin;
Transmitting torque projecting body, the turbine moment of torsion when turbine moment of torsion when it began according to the moment of torsion stage and inertia phase begin are predicted the transmitting torque of the described friction element the when transmitting torque of the described friction element when the moment of torsion stage begins and inertia phase begin;
Relative rotation projecting body, the speed of a motor vehicle the when speed of a motor vehicle when it began according to the moment of torsion stage and inertia phase begin are predicted the relative rotation speed of the described friction element the when relative rotation speed of the described friction element when the moment of torsion stage begins and inertia phase begin,
The mean value of the transmitting torque of the described friction element the when transmitting torque of the described friction element the when transmitting torque of the described friction element when beginning according to the moment of torsion stage and inertia phase begin calculates described speed change,
The relative rotation speed of the described friction element the when relative rotation speed of the described friction element when beginning according to the moment of torsion stage and inertia phase begin calculates the mean value of described friction element relative rotation speed.
14, the gear change control device of automatic transmission as claimed in claim 13 is characterized in that,
When described speed change was upshift, the slope of the hydraulic pressure of supplying with to described friction element when beginning according to inertia phase and the object time of inertia phase were calculated the mean value of the transmitting torque of described inertia phase.
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US11111999B2 (en) 2019-10-01 2021-09-07 Allison Transmission, Inc. Transmission systems to control heat exchangers to manage transmission sump temperature
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US11111999B2 (en) 2019-10-01 2021-09-07 Allison Transmission, Inc. Transmission systems to control heat exchangers to manage transmission sump temperature
US11530742B2 (en) 2019-10-01 2022-12-20 Allison Transmission, Inc. Transmission systems to control heat exchangers to manage transmission sump temperature
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