JPH11125330A - Shift control device for automatic transmission - Google Patents
Shift control device for automatic transmissionInfo
- Publication number
- JPH11125330A JPH11125330A JP9286657A JP28665797A JPH11125330A JP H11125330 A JPH11125330 A JP H11125330A JP 9286657 A JP9286657 A JP 9286657A JP 28665797 A JP28665797 A JP 28665797A JP H11125330 A JPH11125330 A JP H11125330A
- Authority
- JP
- Japan
- Prior art keywords
- hydraulic pressure
- control device
- hydraulic
- automatic transmission
- shift
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
Landscapes
- Control Of Transmission Device (AREA)
Abstract
Description
【０００１】[0001]
【発明の属する技術分野】本発明は自動変速機の変速制
御装置に関し、詳しくは、作動油中へのエアの混入によ
る油圧制御精度の低下を補正し得る装置に関する。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a shift control device for an automatic transmission, and more particularly, to a device capable of correcting a decrease in hydraulic control accuracy due to air being mixed into hydraulic oil.
【０００２】[0002]
【従来の技術】従来から、１方向クラッチを用いずに、
２つの摩擦係合要素の締結と解放とを同時に制御して変
速を行う車両用自動変速機が知られており、かかる自動
変速機においては、解放側に対して相対的に締結側の油
圧変化が遅いとエンジン回転の吹き上がりが発生し、逆
に、解放側に対して相対的に締結側の油圧変化が早いと
トルクの引け，エンジン回転の低下（以下、インターロ
ックという）が発生する（特開平２−３７１２８号公報
等参照）。2. Description of the Related Art Conventionally, without using a one-way clutch,
2. Description of the Related Art There is known an automatic transmission for a vehicle that performs a shift by simultaneously controlling engagement and disengagement of two friction engagement elements. In such an automatic transmission, a change in hydraulic pressure on an engagement side relative to a disengagement side is known. Is slower, the engine speed rises, and conversely, if the hydraulic pressure change on the engagement side is relatively faster than the disengagement side, the torque decreases and the engine speed drops (hereinafter referred to as an interlock) ( See JP-A-2-37128).
【０００３】[0003]
【発明が解決しようとする課題】従って、上記構成の自
動変速機においては、締結側，開放側の油圧をそれぞれ
高精度に制御することが要求されるが、作動油中にエア
が混入すると、ソレノイドに目標油圧相当の操作量（電
流）を与えても実際の油圧が目標値に一致しなくなり、
これによって、前記回転の吹き上がりやインターロック
が発生してしまうという問題があった。Accordingly, in the automatic transmission having the above-described structure, it is required to control the hydraulic pressures on the engagement side and the release side with high accuracy, respectively. Even if an operation amount (current) equivalent to the target oil pressure is given to the solenoid, the actual oil pressure will not match the target value,
As a result, there has been a problem that the above-mentioned rotation is blown up or an interlock is generated.
【０００４】本発明は上記問題点に鑑みなされたもので
あり、作動油中に対するエアの混入があっても、油圧の
制御精度を確保できる自動変速機の変速制御装置を提供
することを目的とする。SUMMARY OF THE INVENTION The present invention has been made in consideration of the above problems, and has as its object to provide a shift control device for an automatic transmission that can ensure hydraulic pressure control accuracy even when air is mixed into hydraulic oil. I do.
【０００５】[0005]
【課題を解決するための手段】そのため請求項１記載の
発明は、摩擦係合要素に対する供給油圧をソレノイドに
よって制御することによって変速を行わせる自動変速機
の変速制御装置であって、作動油中におけるエアの混入
率を推定し、該エア混入率に応じて前記ソレノイドの操
作量を補正する構成とした。SUMMARY OF THE INVENTION Therefore, the invention according to claim 1 is a shift control device for an automatic transmission for performing a shift by controlling a supply oil pressure to a friction engagement element by a solenoid, wherein And the operation amount of the solenoid is corrected according to the air mixing ratio.
【０００６】かかる構成によると、作動油に対するエア
の混入によって、指示圧に対して実油圧に誤差が生じる
ようになることを、エア混入率の推定に基づきソレノイ
ド操作量を補正することで抑制させるものである。尚、
操作量の補正には、操作量自体の補正の他、目標油圧の
補正、目標油圧と操作量との相関の補正を含むものとす
る。According to this configuration, the occurrence of an error in the actual oil pressure with respect to the command pressure due to the mixing of air into the hydraulic oil is suppressed by correcting the solenoid operation amount based on the estimation of the air mixing ratio. Things. still,
The correction of the operation amount includes correction of the target oil pressure and correction of the correlation between the target oil pressure and the operation amount in addition to the correction of the operation amount itself.
【０００７】請求項２記載の発明では、油圧のステップ
応答を求め、該ステップ応答から作動油中におけるエア
の混入率を推定する構成とした。かかる構成によると、
エア混入率が大きくなるに従って油圧のステップ応答が
低下することから、油圧をステップ変化させたときの実
油圧の検出結果から油圧のステップ応答を求め、該ステ
ップ応答に基づいてエアの混入率を推定する。According to the second aspect of the present invention, the step response of the hydraulic pressure is obtained, and the mixing ratio of air in the working oil is estimated from the step response. According to such a configuration,
Since the step response of the hydraulic pressure decreases as the air mixing ratio increases, the step response of the hydraulic pressure is obtained from the detection result of the actual hydraulic pressure when the hydraulic pressure is changed in steps, and the air mixing ratio is estimated based on the step response. I do.
【０００８】尚、実油圧の検出は、油圧センサによって
行わせても良いし、所定油圧でＯＮ／ＯＦＦに切り換わ
る油圧スイッチを用いても良い。請求項３記載の発明で
は、変速動作に関与しない油圧のステップ変化を生じさ
せ、このときの実油圧の変化に基づいて、前記油圧のス
テップ応答を求める構成とした。The actual oil pressure may be detected by a hydraulic pressure sensor or a hydraulic switch that switches between ON and OFF at a predetermined oil pressure may be used. According to the third aspect of the invention, a step change of the hydraulic pressure which is not involved in the shift operation is caused, and the step response of the hydraulic pressure is obtained based on the change of the actual hydraulic pressure at this time.
【０００９】かかる構成によると、変速を行わせるため
に油圧を変化させるのではなく、エア混入率の推定のみ
のために油圧をステップ変化させて、このときの実油圧
の応答からエア混入率を推定する。請求項４記載の発明
では、前記油圧のステップ変化をセレクト位置がパーキ
ングレンジのときに生じさせ、このときに求めた油圧の
ステップ応答に基づく前記操作量の補正量を、時間経過
と共に減少させて用いる構成とした。According to this configuration, the hydraulic pressure is not changed for shifting, but the oil pressure is changed stepwise only for estimating the air mixing ratio, and the air mixing ratio is determined from the response of the actual hydraulic pressure at this time. presume. In the invention described in claim 4, the step change of the hydraulic pressure is caused when the select position is in the parking range, and the correction amount of the operation amount based on the step response of the hydraulic pressure obtained at this time is reduced with time. The configuration was used.
【００１０】かかる構成によると、運転者によって操作
されるセレクトレバーのセレクト位置がパーキングレン
ジ（Ｐレンジ）のとき、換言すれば、エンジン始動時
に、変速動作に関与しない油圧のステップ変化を生じさ
せてエア混入率を推定させる。ここで、パーキングレン
ジでエア混入率を推定させる構成では、推定結果の更新
周期が長くなるので、操作量の補正量を、Ｐレンジで推
定を行ってからの経過時間に応じて減少させて、推定が
次に行われるまでのエア混入率の変化に対応できるよう
にする。With this configuration, when the select position of the select lever operated by the driver is in the parking range (P range), in other words, when the engine is started, a step change of the hydraulic pressure which is not involved in the shift operation is caused. Estimate the air mixing rate. Here, in the configuration in which the air mixing ratio is estimated in the parking range, the update cycle of the estimation result becomes long, so that the correction amount of the operation amount is reduced according to the elapsed time after the estimation in the P range. It is possible to cope with a change in the air mixing ratio until the next estimation is performed.
【００１１】請求項５記載の発明では、前記油圧のステ
ップ変化を一定周期毎に生じさせ、最新に求められた油
圧のステップ応答に基づいて前記操作量の補正量を決定
する構成とした。かかる構成によると、変速動作に関与
しない油圧のステップ変化を一定周期毎に実行すること
で、前記一定周期毎にエア混入率を推定し、エア混入率
の変化に追従した推定を行わせる。According to a fifth aspect of the present invention, the step change of the hydraulic pressure is generated at regular intervals, and the correction amount of the operation amount is determined based on the latest determined step response of the hydraulic pressure. According to this configuration, the step change of the hydraulic pressure that is not involved in the shift operation is performed at regular intervals, thereby estimating the air mixing ratio at the constant intervals, and performing the estimation that follows the change of the air mixing ratio.
【００１２】請求項６記載の発明では、摩擦係合要素を
締結させるときに作動油のプリチャージを行うよう構成
され、前記油圧のステップ応答を、前記プリチャージ用
の指示圧のステップ変化に対する実油圧の応答として求
める構成とした。かかる構成によると、プリチャージの
ために油圧のステップ変化を指示したときの実油圧の変
化から、プリチャージ毎にエア混入率を推定する。According to a sixth aspect of the present invention, the hydraulic oil is precharged when the friction engagement element is engaged, and the step response of the hydraulic pressure is changed in response to a step change of the precharge command pressure. The configuration was determined as the response of hydraulic pressure. According to this configuration, the air mixing ratio is estimated for each precharge from the change in the actual hydraulic pressure when a step change in the hydraulic pressure is instructed for the precharge.
【００１３】請求項７記載の発明では、前記作動油のプ
リチャージ時に求められた油圧のステップ応答による前
記操作量の補正量を、次回の同一の変速動作において適
用する構成とした。かかる構成によると、例えば１速→
２速の変速動作時に行われたプリチャージで推定された
エア混入率の推定に基づく補正量は、次回の１速→２速
の変速動作において用いられることになる。即ち、摩擦
係合要素毎にステップ応答を求めて操作量を補正するも
のであり、同一の変速動作とは同一の摩擦係合要素の締
結を行わせる変速とすることが好ましい。According to a seventh aspect of the present invention, the correction amount of the operation amount based on the step response of the hydraulic pressure obtained at the time of precharging the hydraulic oil is applied to the next same shift operation. According to such a configuration, for example, first speed →
The correction amount based on the estimation of the air mixing ratio estimated by the precharge performed at the time of the second-speed shift operation is used in the next first-speed to second-speed shift operation. That is, the operation amount is corrected by obtaining a step response for each friction engagement element, and it is preferable that the same shift operation be a shift in which the same friction engagement element is engaged.
【００１４】請求項８記載の発明では、前記作動油のプ
リチャージ時に求められた油圧のステップ応答による前
記操作量の補正量を、他の変速動作に対して修正して適
用する構成とした。かかる構成によると、例えば１速→
２速の変速動作時に行われたプリチャージで推定された
エア混入率の推定に基づく補正量を、実際にはエア混入
率の推定が行われていない他の変速動作である２速→３
速，３速→４速等において修正して用いる。According to the present invention, the correction amount of the operation amount based on the step response of the hydraulic pressure obtained at the time of precharging the hydraulic oil is modified and applied to another shift operation. According to such a configuration, for example, first speed →
The correction amount based on the estimation of the air mixing ratio estimated by the precharge performed at the time of the second gear shifting operation is changed to the second gear → 3 which is another shifting operation in which the air mixing ratio is not actually estimated.
Speed, 3rd → 4th speed, etc. are used after correction.
【００１５】[0015]
【発明の効果】請求項１記載の発明によると、作動油に
エアが混入しても、油圧を制御するソレノイドの操作量
をエア混入率に応じて補正することで、所期の油圧を得
ることが可能になり、以て、変速性能の確保を図れると
いう効果がある。請求項２記載の発明によると、油圧の
ステップ応答に基づいて作動油に対するエア混入率を精
度良く推定でき、以て、油圧の制御精度を確保できると
いう効果がある。According to the first aspect of the present invention, even if air is mixed in the hydraulic oil, the operation amount of the solenoid for controlling the hydraulic pressure is corrected according to the air mixing ratio, thereby obtaining the desired hydraulic pressure. Thus, there is an effect that the shifting performance can be ensured. According to the second aspect of the invention, there is an effect that the air mixing ratio with respect to the hydraulic oil can be accurately estimated based on the step response of the hydraulic pressure, and the control accuracy of the hydraulic pressure can be ensured.
【００１６】請求項３記載の発明によると、変速動作に
関与しない油圧のステップ変化を生じさせることから、
変速動作に伴う油圧制御においてエア混入率を推定する
ことができない場合であっても、非変速中にエア混入率
の推定が行えるという効果がある。請求項４記載の発明
によると、パーキングレンジにおいて変速動作に関与し
ない油圧のステップ変化を生じさせることで、エンジン
始動時に確実にエア混入率の推定を行わせることがで
き、かつ、その後のエア混入率の変化に対しては、補正
量を減少修正させることで対応できるという効果があ
る。According to the third aspect of the present invention, since a step change of the hydraulic pressure which is not involved in the shift operation is caused,
Even when it is not possible to estimate the air mixing ratio in the hydraulic control associated with the shift operation, there is an effect that the air mixing ratio can be estimated during non-shifting. According to the fourth aspect of the present invention, by causing a step change in the hydraulic pressure that is not involved in the shift operation in the parking range, it is possible to reliably estimate the air entrapment rate at the time of starting the engine, and to subsequently perform the air entrainment There is an effect that a change in the rate can be dealt with by reducing and correcting the correction amount.
【００１７】請求項５記載の発明によると、変速動作に
関与しない油圧のステップ変化を一定周期毎に生じさせ
てエア混入率の推定を行わせることで、エア混入率の更
新機会が確保され、エア混入率の変化に対して精度良く
対応できるという効果がある。請求項６記載の発明によ
ると、プリチャージに伴う油圧のステップ変化に基づい
てエア混入率を推定するから、エア混入率を推定するた
めのみの油圧変化を生じさせる必要がなく、簡便な構成
でエア混入率の推定が行えるという効果がある。According to the fifth aspect of the present invention, the step of changing the hydraulic pressure which is not involved in the shift operation is generated at regular intervals to estimate the air mixing ratio, so that the opportunity for updating the air mixing ratio is secured, There is an effect that it is possible to accurately respond to a change in the air mixing ratio. According to the sixth aspect of the present invention, since the air mixing ratio is estimated based on the hydraulic pressure step change accompanying the precharge, it is not necessary to generate a hydraulic pressure change only for estimating the air mixing ratio, and the configuration is simple. There is an effect that the air mixing rate can be estimated.
【００１８】請求項７記載の発明によると、エア混入率
の推定結果に基づく補正制御を、油圧のステップ応答を
求めた同じ変速動作に対して適用するので、油経路毎の
エア混入率の違いに対応して精度良く補正を行えるとい
う効果がある。請求項８記載の発明によると、ある変速
動作時に求めたエア混入率に基づく補正量を、他の変速
動作においても適用させることができるため、各変速動
作に対する補正を簡便な構成で行わせることができると
いう効果がある。According to the seventh aspect of the invention, the correction control based on the estimation result of the air mixing ratio is applied to the same shift operation in which the step response of the hydraulic pressure is obtained. There is an effect that correction can be performed with high accuracy in accordance with the above. According to the eighth aspect of the present invention, since the correction amount based on the air mixing ratio obtained during a certain shift operation can be applied to another shift operation, the correction for each shift operation can be performed with a simple configuration. There is an effect that can be.
【００１９】[0019]
【発明の実施の形態】以下に本発明の実施の形態を説明
する。図１は、本発明に係る変速制御装置が適用される
車両用自動変速機のシステム構成図であり、図示しない
車両に搭載されるエンジン１の出力トルクは、自動変速
機２を介して駆動輪に伝達される。Embodiments of the present invention will be described below. FIG. 1 is a system configuration diagram of an automatic transmission for a vehicle to which a shift control device according to the present invention is applied. The output torque of an engine 1 mounted on a vehicle (not shown) Is transmitted to
【００２０】前記自動変速機２は、クラッチ，ブレーキ
などの摩擦係合要素に対する作動油圧の供給をソレノイ
ドバルブユニット３によって制御することで変速が行わ
れる構成のものであり、具体的には、図２に示すよう
に、トルクコンバータＴ／Ｃを介してエンジンの出力ト
ルクを入力する構成であって、フロント遊星歯車組83，
リヤ遊星歯車組84を備えると共に、摩擦係合要素とし
て、リバースクラッチＲ／Ｃ，ハイクラッチＨ／Ｃ，バ
ンドブレーキＢ／Ｂ，ロー＆リバースブレーキＬ＆Ｒ／
Ｂ，フォワードクラッチＦＷＤ／Ｃを備える。尚、図２
において、81は変速機の入力軸，82は変速機の出力軸を
示し、また、Ｎｅはエンジン回転速度，Ｎｔはタービン
回転速度，Ｎｏは出力軸回転速度を示す。The automatic transmission 2 has a configuration in which gear shifting is performed by controlling the supply of operating hydraulic pressure to frictional engagement elements such as clutches and brakes by a solenoid valve unit 3. As shown in FIG. 2, the output torque of the engine is input via the torque converter T / C.
A rear planetary gear set 84 is provided, and reverse clutch R / C, high clutch H / C, band brake B / B, low & reverse brake L & R /
B, a forward clutch FWD / C is provided. FIG.
In the figure, 81 indicates an input shaft of the transmission, 82 indicates an output shaft of the transmission, Ne indicates an engine rotation speed, Nt indicates a turbine rotation speed, and No indicates an output shaft rotation speed.
【００２１】上記構成において、図３に示すように、前
記リバースクラッチＲ／Ｃ，ハイクラッチＨ／Ｃ，バン
ドブレーキＢ／Ｂ，ロー＆リバースブレーキＬ＆Ｒ／
Ｂ，フォワードクラッチＦＷＤ／Ｃの締結，解放の組み
合わせに応じて変速が行われ、例えば、３速→４速のア
ップシフト時には、フォワードクラッチＦＷＤ／Ｃの解
放と、バンドブレーキＢ／Ｂの締結とが同時に行われる
ことになる。即ち、本実施の形態における自動変速機２
は、１方向クラッチを用いずに、２つの摩擦係合要素の
締結と解放とを同時に行わせる変速（所謂クラッチツウ
クラッチ変速）を実行する構成となっている（図４参
照）。In the above configuration, as shown in FIG. 3, the reverse clutch R / C, high clutch H / C, band brake B / B, low & reverse brake L & R /
B, a shift is performed in accordance with a combination of engagement and disengagement of the forward clutch FWD / C. For example, at the time of an upshift from the third speed to the fourth speed, release of the forward clutch FWD / C and engagement of the band brake B / B are performed. Will be performed simultaneously. That is, the automatic transmission 2 according to the present embodiment
Is configured to execute a shift (so-called clutch-to-clutch shift) for simultaneously engaging and disengaging two friction engagement elements without using a one-way clutch (see FIG. 4).
【００２２】前記コントロールユニット４には、前記ソ
レノイドバルブユニット３の各ソレノイドの駆動電流
（操作量）と油圧との相関を示すテーブルが記憶されて
おり、要求油圧に対応する駆動電流をテーブル変換によ
って求めて、前記ソレノイドの駆動電流を制御する。こ
こで、ソレノイドに実際に流れる電流を検出し、前記テ
ーブル変換によって求めた目標駆動電流に実際の電流が
一致するようにフィードバック制御することが好まし
い。The control unit 4 stores a table showing the correlation between the drive current (operating amount) of each solenoid of the solenoid valve unit 3 and the oil pressure, and converts the drive current corresponding to the required oil pressure by table conversion. Then, the drive current of the solenoid is controlled. Here, it is preferable that the current actually flowing through the solenoid is detected, and feedback control is performed so that the actual current matches the target drive current obtained by the table conversion.
【００２３】クラッチ等の摩擦係合要素の締結制御にお
いては、図４に示すように、まず、プリチャージを行っ
て摩擦係合要素を接触直前まで無効ストロークさせた
後、作動油圧を締結力が発生するぎりぎりのリターン圧
（臨界圧）に保持し、その後、摩擦係合要素の締結が所
定のタイミングで進行するように作動油圧を制御する。
ここで、前記コントロールユニット４は、作動油に対す
るエアの混入率を推定し、該推定結果に基づいて前記ソ
レノイドに与える駆動電流（操作量）を補正し、エア混
入による油圧制御精度の低下を回避するようになってい
る。In the engagement control of a friction engagement element such as a clutch, as shown in FIG. 4, first, a precharge is performed to cause an invalid stroke of the friction engagement element until immediately before contact, and then the operating oil pressure is applied to the engagement force. The return pressure (critical pressure) is kept at a value as short as possible, and then the operating oil pressure is controlled so that the engagement of the friction engagement element proceeds at a predetermined timing.
Here, the control unit 4 estimates the mixing ratio of air to the hydraulic oil, corrects the drive current (operating amount) given to the solenoid based on the estimation result, and avoids a decrease in hydraulic control accuracy due to air mixing. It is supposed to.
【００２４】具体的には、図５の制御ブロック図に示す
ように、油圧のステップ応答の時定数を応答時定数算出
手段Ａで算出し、エア混入率推定手段Ｂでは、前記時定
数に応じてエア混入率を求める。そして、特性補正手段
Ｃでは、前記駆動電流を補正するための補正値を、前記
エア混入率に基づき決定する。一方、駆動電流設定手段
Ｄでは、エア混入のない状態に適合されているテーブル
によって要求油圧が駆動電流に変換され、駆動電流補正
手段Ｅでは、前記特性補正手段Ｃで決定された補正値に
従って前記駆動電流を補正し、該補正された駆動電流が
ソレノイドに与えられるようにする。Specifically, as shown in the control block diagram of FIG. 5, the time constant of the hydraulic step response is calculated by the response time constant calculating means A, and the air mixing rate estimating means B is calculated according to the time constant. To determine the air mixing rate. Then, the characteristic correction unit C determines a correction value for correcting the drive current based on the air mixing ratio. On the other hand, in the drive current setting means D, the required oil pressure is converted into a drive current by a table adapted to a state in which no air is mixed. The drive current is corrected so that the corrected drive current is provided to the solenoid.
【００２５】前記応答時定数算出手段Ａにおいて、ステ
ップ応答時定数は、油圧の指示圧をステップ変化させた
ときの実油圧の変化に基づいて算出されるが、前記油圧
のステップ応答を求めるには、以下の方法を用いること
ができる。第１の方法としては、パーキングレンジ（Ｐ
レンジ）においてのみ油圧が作用し変速動作に関与しな
い油圧室を作ると共に、該油圧室内の油圧を検出する油
圧センサ又は油圧スイッチを設け、前記油圧室の油圧を
ソレノイドバルブによってステップ的に増大制御したと
きの油圧センサ又は油圧スイッチの検出結果から、油圧
のステップ応答を求める。In the response time constant calculating means A, the step response time constant is calculated based on the change of the actual oil pressure when the command pressure of the oil pressure is changed stepwise. The following method can be used. As a first method, the parking range (P
Range), a hydraulic chamber is provided that does not affect the shifting operation, and a hydraulic sensor or a hydraulic switch for detecting the hydraulic pressure in the hydraulic chamber is provided, and the hydraulic pressure in the hydraulic chamber is controlled to increase stepwise by a solenoid valve. The step response of the hydraulic pressure is obtained from the detection result of the hydraulic pressure sensor or the hydraulic pressure switch.
【００２６】一般に、エンジンの始動はパーキングレン
ジ（Ｐレンジ）において行われるから、上記のようにし
てＰレンジにおいて変速動作に関与しない油圧のステッ
プ応答を求める構成とすれば、エンジンの停止中に作動
油中に混入したエアの量を検知して、最初の変速からエ
ア混入率に応じた駆動電流の補正を行わせることができ
る。In general, the engine is started in the parking range (P range). Therefore, if the step response of the hydraulic pressure which is not involved in the shift operation is obtained in the P range as described above, the operation is started while the engine is stopped. By detecting the amount of air mixed into the oil, the drive current can be corrected according to the air mixing ratio from the first shift.
【００２７】尚、エンジンの始動後は、作動油の循環に
よりエアの混入率が低下するので、前記Ｐレンジにおい
て求めたエア混入率に基づく補正値を時間経過と共に減
少させて用いるようにすると良い。また、Ｐレンジに限
らずに油圧が作用するが、変速動作に関与しない油圧室
を設け、この油圧室の油圧を一定周期毎にソレノイドバ
ルブでステップ変化させてエア混入率を推定させ、最新
の推定結果から駆動電流に補正を加える構成とすること
も可能であり、この場合には、一定周期毎にエア混入率
の推定結果が更新されるので、エア混入率の変化に精度
良く補正値を追従変化させることが可能である。After the engine is started, the air mixing rate decreases due to the circulation of the hydraulic oil. Therefore, it is preferable that the correction value based on the air mixing rate obtained in the P range is reduced and used over time. . The hydraulic pressure is not limited to the P range, but a hydraulic chamber that does not participate in the shifting operation is provided. The hydraulic pressure in this hydraulic chamber is step-changed by a solenoid valve at regular intervals to estimate the air mixing rate. It is also possible to adopt a configuration in which a correction is made to the drive current based on the estimation result. It is possible to change the following.
【００２８】上記各方法は、いずれも変速動作に関与し
ない油圧のステップ変化を生じさせる構成であるが、本
実施の形態のように、摩擦係合要素の締結時にプリチャ
ージを行う構成の場合には、前記プリチャージを行った
ときの実油圧の変化から、油圧のステップ応答を求める
ことができる。図４に示すように、プリチャージの指示
圧を出力したときの実油圧変化を、油圧センサ又は油圧
スイッチによって検出するようにし、該検出結果から油
圧のステップ応答を求めるようにする。Each of the above-described methods has a configuration in which a step change of the hydraulic pressure that does not affect the shift operation is caused. However, in the case of the configuration in which the precharge is performed when the friction engagement element is engaged as in the present embodiment, Can determine the step response of the hydraulic pressure from the change of the actual hydraulic pressure when the precharge is performed. As shown in FIG. 4, a change in actual oil pressure when a precharge command pressure is output is detected by a hydraulic sensor or a hydraulic switch, and a step response of oil pressure is obtained from the detection result.
【００２９】ここで、プリチャージを伴って締結が行わ
れる摩擦係合要素毎に油圧センサ又は油圧スイッチを設
け、変速の種類毎に油圧のステップ応答を求めて、次回
の同じ変速（同じ摩擦係合要素の締結が行われる変速）
において、前回の変速時に求めたステップ応答に応じた
補正を加える構成としても良い。また、１つの摩擦係合
要素に対する締結圧のみを油圧センサ又は油圧スイッチ
で検出して、油圧のステップ応答を求める構成とし、他
の摩擦係合要素の締結を行わせる他の変速においては、
前記ステップ応答に応じた補正値に修正を加えて適用さ
せる構成として、油圧センサ，油圧スイッチの設置数を
節約する構成としても良い。Here, a hydraulic pressure sensor or a hydraulic switch is provided for each friction engagement element to be engaged with precharging, and a step response of the hydraulic pressure is obtained for each type of shift, and the next shift (the same friction engagement) is performed. Gearshift where the joint elements are engaged)
In the above, the configuration may be such that a correction is made according to the step response obtained at the time of the previous shift. In addition, only the engagement pressure for one friction engagement element is detected by a hydraulic sensor or a hydraulic switch to obtain a step response of the hydraulic pressure, and in another shift for engaging another friction engagement element,
As a configuration in which the correction value corresponding to the step response is modified and applied, a configuration may be adopted in which the number of hydraulic sensors and hydraulic switches installed is reduced.
【００３０】尚、上記実施の形態では、油圧のステップ
応答から推定したエア混入率に基づいて、駆動電流を補
正する構成としたが、前記エア混入率に応じて要求油圧
を駆動電流に変換するテーブルを補正しても良いし、ま
た、要求油圧自体をエア混入率に応じて補正しても良
い。In the above embodiment, the drive current is corrected based on the air mixing ratio estimated from the step response of the hydraulic pressure. However, the required hydraulic pressure is converted into the driving current according to the air mixing ratio. The table may be corrected, or the required hydraulic pressure itself may be corrected according to the air mixing ratio.
【図１】本発明が適用される自動変速機を示すシステム
図。FIG. 1 is a system diagram showing an automatic transmission to which the present invention is applied.
【図２】自動変速機の詳細を示す構成図。FIG. 2 is a configuration diagram showing details of an automatic transmission.
【図３】上記自動変速機における摩擦係合要素の締結状
態の組み合わせによる変速の様子を示す図。FIG. 3 is a diagram showing a state of shifting by a combination of engagement states of friction engagement elements in the automatic transmission.
【図４】変速時の油圧制御の様子を示すタイムチャー
ト。FIG. 4 is a time chart showing a state of hydraulic control during shifting.
【図５】エア混入率に応じたソレノイド駆動電流の補正
制御の様子を示す制御ブロック図。FIG. 5 is a control block diagram showing a state of correction control of a solenoid drive current according to an air mixing ratio.
１ エンジン ２ 自動変速機 ３ ソレノイドバルブユニット ４ コントロールユニット 83 フロント遊星歯車組 84 リヤ遊星歯車組 Ｒ／Ｃ リバースクラッチ Ｈ／Ｃ ハイクラッチ Ｂ／Ｂ バンドブレーキ Ｌ＆Ｒ／Ｂ ロー＆リバースブレーキ ＦＷＤ／Ｃ フォワードクラッチ REFERENCE SIGNS LIST 1 engine 2 automatic transmission 3 solenoid valve unit 4 control unit 83 front planetary gear set 84 rear planetary gear set R / C reverse clutch H / C high clutch B / B band brake L & R / B low & reverse brake FWD / C forward clutch
Claims (8)
ドによって制御することによって変速を行わせる自動変
速機の変速制御装置であって、 作動油中におけるエアの混入率を推定し、該エア混入率
に応じて前記ソレノイドの操作量を補正することを特徴
とする自動変速機の変速制御装置。1. A shift control device for an automatic transmission for performing a shift by controlling a hydraulic pressure supplied to a friction engagement element by a solenoid, comprising: estimating an air mixing ratio in hydraulic oil; A shift control device for an automatic transmission, wherein the shift amount of the solenoid is corrected according to the following.
答から作動油中におけるエアの混入率を推定することを
特徴とする請求項１記載の自動変速機の変速制御装置。2. A shift control device for an automatic transmission according to claim 1, wherein a step response of the hydraulic pressure is obtained, and a mixing ratio of air in the hydraulic oil is estimated from the step response.
を生じさせ、このときの実油圧の変化に基づいて、前記
油圧のステップ応答を求めることを特徴とする請求項２
記載の自動変速機の変速制御装置。3. A step change of the hydraulic pressure which is not involved in the shift operation is performed, and a step response of the hydraulic pressure is obtained based on the change of the actual hydraulic pressure at this time.
A shift control device for an automatic transmission according to claim 1.
パーキングレンジのときに生じさせ、このときに求めた
油圧のステップ応答に基づく前記操作量の補正量を、時
間経過と共に減少させて用いることを特徴とする請求項
３記載の自動変速機の変速制御装置。4. The method according to claim 1, wherein the step change of the hydraulic pressure is caused when the select position is in the parking range, and the correction amount of the operation amount based on the step response of the hydraulic pressure obtained at this time is reduced and used with time. The shift control device for an automatic transmission according to claim 3, wherein:
じさせ、最新に求められた油圧のステップ応答に基づい
て前記操作量の補正量を決定することを特徴とする請求
項３記載の自動変速機の変速制御装置。5. The automatic operation according to claim 3, wherein the step change of the hydraulic pressure is generated at regular intervals, and the correction amount of the operation amount is determined based on the latest step response of the hydraulic pressure. Transmission control device for transmission.
プリチャージを行うよう構成され、前記油圧のステップ
応答を、前記プリチャージ用の指示圧のステップ変化に
対する実油圧の応答として求めることを特徴とする請求
項２記載の自動変速機の変速制御装置。6. The method according to claim 1, wherein the hydraulic oil is precharged when the friction engagement element is engaged, and a step response of the hydraulic pressure is obtained as a response of an actual hydraulic pressure to a step change of the precharge command pressure. The shift control device for an automatic transmission according to claim 2, wherein:
油圧のステップ応答による前記操作量の補正量を、次回
の同一の変速動作において適用することを特徴とする請
求項６記載の自動変速機の変速制御装置。7. The automatic transmission according to claim 6, wherein the correction amount of the operation amount based on the step response of the hydraulic pressure obtained at the time of precharging the hydraulic oil is applied in the next same shift operation. Transmission control device.
油圧のステップ応答による前記操作量の補正量を、他の
変速動作に対して修正して適用することを特徴とする請
求項６記載の自動変速機の変速制御装置。8. The method according to claim 6, wherein the correction amount of the operation amount based on the step response of the hydraulic pressure obtained at the time of precharging the hydraulic oil is corrected and applied to another shift operation. Transmission control device for automatic transmission.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP28665797A JP3600715B2 (en) | 1997-10-20 | 1997-10-20 | Transmission control device for automatic transmission |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP28665797A JP3600715B2 (en) | 1997-10-20 | 1997-10-20 | Transmission control device for automatic transmission |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH11125330A true JPH11125330A (en) | 1999-05-11 |
| JP3600715B2 JP3600715B2 (en) | 2004-12-15 |
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ID=17707275
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP28665797A Expired - Fee Related JP3600715B2 (en) | 1997-10-20 | 1997-10-20 | Transmission control device for automatic transmission |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP3600715B2 (en) |
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| JP2010060050A (en) * | 2008-09-03 | 2010-03-18 | Toyota Motor Corp | Control device for vehicular automatic transmission |
| JP2010249325A (en) * | 2010-08-06 | 2010-11-04 | Toyota Motor Corp | Control device for vehicular automatic transmission |
| WO2012085998A1 (en) * | 2010-12-20 | 2012-06-28 | トヨタ自動車株式会社 | Hydraulic control device |
| JP2016031110A (en) * | 2014-07-29 | 2016-03-07 | 株式会社デンソー | Hydraulic control device |
| CN113580914A (en) * | 2020-05-01 | 2021-11-02 | 丰田自动车株式会社 | Oil state estimation device, vehicle control device and system, and data analysis device |
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| CN113580914A (en) * | 2020-05-01 | 2021-11-02 | 丰田自动车株式会社 | Oil state estimation device, vehicle control device and system, and data analysis device |
| CN113580914B (en) * | 2020-05-01 | 2024-06-11 | 丰田自动车株式会社 | Oil state estimating device, vehicle control system, and data analyzing device |
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|---|---|
| JP3600715B2 (en) | 2004-12-15 |
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