WO2009110261A1 - 自動変速機の制御装置および制御方法 - Google Patents
自動変速機の制御装置および制御方法 Download PDFInfo
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- WO2009110261A1 WO2009110261A1 PCT/JP2009/051175 JP2009051175W WO2009110261A1 WO 2009110261 A1 WO2009110261 A1 WO 2009110261A1 JP 2009051175 W JP2009051175 W JP 2009051175W WO 2009110261 A1 WO2009110261 A1 WO 2009110261A1
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- vehicle speed
- estimated
- automatic transmission
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- estimated vehicle
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
- F16H59/36—Inputs being a function of speed
- F16H59/44—Inputs being a function of speed dependent on machine speed of the machine, e.g. the vehicle
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/02—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used
- F16H61/0202—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric
- F16H61/0204—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric for gearshift control, e.g. control functions for performing shifting or generation of shift signal
- F16H61/0213—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric for gearshift control, e.g. control functions for performing shifting or generation of shift signal characterised by the method for generating shift signals
Definitions
- the present invention relates to a control device and control method of an automatic transmission which controls a gear ratio based on a vehicle speed estimated value after a predetermined time.
- Japanese patent application publication as a technology for performing shift control using an estimated vehicle speed after a predetermined time for the purpose of preventing occurrence of engine blow-up etc. at the time of shift control due to a delay of mechanical components at the time of shift control.
- the technique described in Japanese Patent Application Laid-Open No. 9-210159 (corresponding to US Pat. No. 5,957,937) is known.
- an integrator and a predetermined delay element constitute a vehicle speed estimation means. Specifically, the delay element is applied to the estimated vehicle speed 2 estimated based on the integral calculation value to calculate the estimated vehicle speed 1, and the integral calculation value is calculated by integrating the deviation between the actual vehicle speed and the estimated vehicle speed 1 Is configured to calculate.
- the actual vehicle speed increases, and the estimated vehicle speed 2 is calculated based on the integral calculation value generated accordingly Ru.
- the estimated vehicle speed 2 catches up with the actual vehicle speed by gradually accumulating the integral calculation results, and thereafter, the estimated vehicle speed 2 after a predetermined time is accurately estimated Ru. Therefore, in order to quickly follow the calculation result of the estimated vehicle speed 2, it is necessary to set a large gain used for the integration calculation.
- An object of the present invention is to provide a control device and control method of an automatic transmission capable of quickly converging to a high accuracy state while securing the estimated response of the estimated vehicle speed 2 .
- the control of an automatic transmission which changes the speed ratio between the input shaft connected to the engine side of the vehicle and the output shaft connected to the drive system of the vehicle
- a vehicle speed detecting means for detecting an actual vehicle speed which is a traveling speed of the vehicle in the device
- Vehicle speed estimation means for calculating an estimated vehicle speed 2 which is a future vehicle speed for a predetermined time based on the actual vehicle speed
- target gear ratio calculation means for calculating a target gear ratio based on a predetermined driving condition signal including the estimated vehicle speed 2
- a shift control unit that controls the automatic transmission based on the target gear ratio, and the vehicle speed estimation unit calculates a deviation between the actual vehicle speed and an estimated vehicle speed 1 described later
- An estimated vehicle speed 1 is estimated by an estimated vehicle speed 2 calculating unit that estimates an estimated vehicle speed 2 based on an integration calculation result obtained by
- control device for an automatic transmission comprising an input shaft connected to the engine side of the vehicle and an output shaft connected to a drive system of the vehicle And a controller configured to change a speed ratio between the vehicle speed detection section configured to detect an actual vehicle speed, which is a traveling speed of the vehicle, and the controller is configured to change the speed ratio between Based on the actual vehicle speed, an estimated vehicle speed 2 which is a future vehicle speed for a predetermined time which is a target is calculated.
- the automatic transmission is controlled based on the target gear ratio, and when calculating the estimated vehicle speed 2, a deviation between the actual vehicle speed and the estimated vehicle speed 1 is calculated, and the vehicle speed deviation is determined by a predetermined gain.
- the estimated vehicle speed 2 is estimated based on the integral calculation result obtained by the integration calculation, and the estimated vehicle speed 1 is calculated based on the estimated vehicle speed 2 by a delay element performing a predetermined delay operation, and the integration calculation result is the actual vehicle speed.
- the automatic transmission control apparatus is characterized in that the predetermined gain is reduced when the predetermined value based on the predetermined value is exceeded.
- a control method of an automatic transmission comprising an input shaft connected to the engine side of the vehicle and an output shaft connected to a drive system of the vehicle
- the control method detects an actual vehicle speed which is a traveling speed of the vehicle, and calculates an estimated vehicle speed 2 which is a future vehicle speed for a predetermined time to be aimed based on the actual vehicle speed.
- the automatic transmission is controlled based on the target transmission ratio, and the estimated vehicle speed 2 is calculated,
- the deviation between the actual vehicle speed and the estimated vehicle speed 1 is calculated, the estimated vehicle speed 2 is estimated based on an integration calculation result obtained by integrating the vehicle speed deviation by a predetermined gain, and a predetermined delay operation is calculated based on the estimated vehicle speed 2
- the estimated vehicle speed 1 is calculated by the delay element to be performed, and the integration calculation result When it exceeds the predetermined value based on the actual vehicle speed is set to a control method for an automatic transmission, characterized in that it is configured to reduce the predetermined gain.
- the estimated vehicle speed 2 is a value that is calculated only when a deviation between the actual vehicle speed and the estimated vehicle speed 1 occurs. For example, at the time of acceleration from a constant speed traveling state, estimated vehicle speed 2 shifts from a small state to a large state with respect to the actual vehicle speed until the accuracy of estimated vehicle speed 2 changes to a high state. It shifts to a state close to the vehicle speed after a predetermined time (hereinafter, future vehicle speed). In other words, when the integral calculation result approaches the actual vehicle speed, the estimated vehicle speed 2 is close to the future vehicle speed. From this, by increasing the predetermined gain until the integral calculation result approaches the actual vehicle speed, responsiveness is secured until the estimated vehicle speed 2 approaches the future vehicle speed. On the other hand, by decreasing the predetermined gain after the estimated vehicle speed 2 approaches the future vehicle speed, it is possible to quickly converge on the future vehicle speed while avoiding excessive overshoot.
- FIG. 1 is an entire system diagram of a vehicle provided with a control device of an automatic transmission according to a first embodiment.
- 7 is a shift map set in the shift control unit of the first embodiment.
- FIG. 6 is a control block diagram illustrating pre-read vehicle speed estimation processing in the vehicle speed estimation unit of the first embodiment.
- 5 is a flowchart illustrating feedback gain setting processing according to the first embodiment.
- FIG. 7 is a schematic view illustrating the reason for changing the feedback gain in the first embodiment.
- FIG. 6 is a view showing a relationship among an actual vehicle speed VSP, an estimated vehicle speed VSP1, a prefetch vehicle speed VSP2, and a true future vehicle speed VSP * in each section of the time chart of FIG. 5; 5 is a time chart when the feedback gain setting process of the first embodiment is performed.
- FIG. 1 is an overall system diagram of a vehicle provided with a control device of an automatic transmission according to a first embodiment.
- the vehicle of the first embodiment will be described by taking a rear wheel drive vehicle as an example, but it may be a front wheel drive vehicle or a four wheel drive vehicle.
- the vehicle of the first embodiment is provided with an engine E, a torque converter TC, and an automatic transmission AT.
- the driving force output from the engine E is transmitted to the input shaft IN of the automatic transmission AT via a torque converter TC.
- a plurality of planetary gear sets and a plurality of fastening elements are provided in the automatic transmission AT.
- the driving force shifted by the shift speed determined by the combination of the fastening elements is transmitted from the output shaft OUT to the differential DF.
- the driving force is transmitted from the drive shafts DS of the left and right rear wheels to the left and right rear wheels RR and RL.
- the automatic transmission AT is configured to be able to set the transmission gear ratio according to the traveling state, and accelerates / decelerates the number of rotations of the input shaft IN and outputs it to the output shaft OUT.
- a stepped automatic transmission with five forward speeds and one reverse speed is mounted.
- the automatic transmission AT incorporates a plurality of fastening elements, a one-way clutch, and an oil pump, and supplies the fastening pressure adjusted in the control valve C / V to each fastening element.
- the combination of fastening elements determines the gear ratio of the planetary gear set to achieve the desired gear.
- so-called re-assignment control that gradually releases the release side fastening element that is the fastening element for achieving the pre-shift gear stage, and gradually engages the fastening side fastening element that is the fastening element for achieving the post-shift gear stage.
- the automatic transmission controller ATCU determines the gear position of the automatic transmission AT based on various input information, and outputs a control command signal to an actuator for achieving each gear position (or gear ratio). Further, in the automatic transmission controller ATCU, a vehicle speed estimating unit 4 for estimating a predicted vehicle speed VSP2 which is a vehicle speed in the future for a predetermined time, and a shift control unit 5 for controlling the engagement / release state of the fastening element based on various input information. Is provided.
- the automatic transmission controller ATCU is an APO sensor that detects the range position signal of the inhibitor switch ISW indicating the position of the shift lever selected by the driver, the actual vehicle speed from the vehicle speed sensor 1, and the accelerator pedal opening APO operated by the driver.
- the accelerator opening signal from 2 and the acceleration signal from the acceleration sensor 3 for detecting the acceleration of the vehicle are input.
- the inhibitor switch ISW outputs signals representing forward travel range position (D, L, 1, 2, etc.), reverse travel range position (R), neutral range position (N), and parking range position (P).
- the travel range includes both the forward travel range and the reverse travel range.
- FIG. 2 is a shift map set in the shift control unit 5.
- the horizontal axis is the vehicle speed VSP
- the vertical axis is the accelerator pedal opening APO.
- a point determined by the vehicle speed and the accelerator pedal opening degree will be referred to as an operating point.
- a gear is selected according to the area where this operating point is set in the shift map.
- a thick solid line is an ideal shift line that represents an ideal timing for actually performing a shift.
- thin solid lines set on the left side in FIG. 2 of each thick solid line are shift lines for outputting a shift command to complete an actual shift on the ideal shift line.
- the driving point moves due to the increase or decrease of the vehicle speed VSP and the increase or decrease of the accelerator pedal opening APO.
- the accelerator pedal opening APO is 3/8
- the 1 ⁇ 2 shift line is crossed with the increase of the vehicle speed.
- the upshift shift is performed, and the shift is completed on the 1 ⁇ 2 ideal shift line.
- a downshift line, a coast travel control line, a slip lockup control line, etc. are actually set, they are omitted and described.
- the shift map is divided into three regions in the accelerator opening APO axis.
- the opening degree range of 1/8 to 4/8 is a normal control area in which the shift control is performed using the actual vehicle speed detected by the vehicle speed sensor 1 as it is.
- the opening control range 7/8 to 8/8 is a prefetch control area for performing shift control using a prefetch vehicle speed described later.
- the opening control range 4/8 to 7/8 is a weighting control area in which the shift control is performed using a weighting vehicle speed that weights the prefetch vehicle speed and the actual vehicle speed according to the accelerator opening APO.
- the shift command is output when the actual vehicle speed crosses the shift line. Then, the shift is completed at the timing when the operating point reaches the shift line. Since the delay from the shift command to the shift completion is slight when the accelerator pedal opening APO is between 0 and 1/8, the shift line and the ideal shift line are set at the same position.
- a shift command is output when the weighting vehicle speed straddles the shift line.
- a shift command is output when the pre-read vehicle speed crosses the ideal shift line. Then, the shift is completed at the timing when the operating point reaches the shift line.
- General gear shifting operations include a pre-charge phase for rattling the fastening side fastening element, a torque phase for supplying fastening pressure to the fastening side fastening element while slightly releasing the fastening pressure of the release side fastening element, and a fastening pressure for the release side fastening element
- the inertia phase which accelerates the change of the gear ratio by increasing the fastening pressure of the fastening side fastening element while reducing the torque
- the shift end phase where the fastening pressure of the fastening side fastening element is the complete fastening pressure
- the shift line is set so that the timing at which the shift is actually completed and the operating point coincide with the ideal shift line.
- the above-mentioned shift line is strictly defined by the operating point, and can not be considered in consideration of the influence of the actual traveling environment or the like. For example, even if the accelerator opening APO is large, the vehicle speed VSP actually increases and the time to cross the ideal shift line becomes long in a traveling environment where the vehicle load is large. On the other hand, in a traveling environment where the vehicle load is small The crossing time is shortened.
- a shift command is output when the estimated operation point corresponding to the pre-read vehicle speed VSP2 crosses the ideal shift line.
- a shift command is output at a timing according to the traveling environment, and the shift is completed at a timing when the operating point according to the actual vehicle speed VSP reaches the ideal shift line after a predetermined time has elapsed.
- FIG. 3 is a control block diagram showing pre-read vehicle speed estimation processing in the vehicle speed estimation unit 4.
- the vehicle speed estimation unit 4 includes an integrator 403 and a first-order delay 406. If the estimated vehicle speed VSP1 which is the current vehicle speed estimated based on the pre-read vehicle speed matches the actual vehicle speed VSP, the pre-read vehicle speed VSP2 is a delay element It will be the future vehicle speed for the time according to. Details of each part will be described below.
- the feedback gain multiplication unit 402 multiplies the calculated vehicle speed deviation Verr by the feedback gain kF / B.
- a predetermined time multiplication unit 407 multiplies the time t after a predetermined time to be estimated by the vehicle acceleration detected by the acceleration sensor 3 to calculate an acceleration component at.
- the feedforward gain multiplication unit 408 multiplies the calculated acceleration component at by the feedforward gain k F / F.
- the at-k F / F is caused to act on the temporary delay element expressed by the following equation to calculate the acceleration component vehicle speed Va.
- T is a time constant corresponding to the look-ahead time targeted by the designer.
- the phase compensator 405 applies the primary / primary phase compensation Gh (s) shown in the following equation to the phase compensation pre-reading vehicle speed VSP22 to calculate the pre-reading vehicle speed VSP2.
- Gh (s) (T2s + 1) / (T1s + 1)
- T1 and T2 are phase compensation constants.
- phase compensator 405 With the introduction of the phase compensator 405, three unknowns such as a first-order lag pole representing system stability and responsiveness, natural frequency, and damping factor have three phase compensation constants T1 and T2 and feedback gain k F / B. Can set one design element. This makes it possible to design a system desired by the designer. The details are described in Japanese Patent Application Laid-Open No. 9-210159 (this is US Pat. No. 5,857,937 as described above), and thus the description thereof is omitted.
- the prefetch vehicle speed VSP2 is used as an input, and it is calculated by the temporary delay G (s) as shown in the following equation.
- G (s) 1 / (Ts + 1)
- T is a time constant corresponding to the look-ahead time targeted by the designer.
- the delay element is applied to the pre-read vehicle speed VSP2 to return to the state before the predetermined time.
- the vehicle speed at the present time is estimated based on the previously read vehicle speed VSP2 (estimated vehicle speed VSP1).
- the prefetch vehicle speed VSP2 is accurate.
- the prefetch vehicle speed VSP2 is corrected according to the vehicle speed deviation Verr.
- FIG. 4 is a flowchart showing feedback gain setting processing.
- the feedback gain setting process is a process of changing the feedback gain kF / B used in the vehicle speed estimation unit 4 according to the situation.
- step S1 it is determined whether or not the accelerator pedal opening APO is larger than 3/8. If it is larger, the process proceeds to step S2, and otherwise, the process proceeds to step S5.
- step S2 it is determined whether the integral calculation value V is larger than the actual vehicle speed VSP. If larger, the process proceeds to step S3. Otherwise, the process proceeds to step S5.
- step S3 the feedback gain kF / B is set to k2 ( ⁇ k1).
- step S4 it is determined whether or not the shift control is completed, and the process returns to step S3 and holds k2 as a feedback gain until the shift control is completed, and the control flow is ended when the shift is completed.
- the end of the shift control indicates a period until the shift is started and the shift is ended when the prefetch vehicle speed straddles the shift line in a state where the shift is not currently performed.
- step S5 the feedback gain kF / B is set to k1 (> k2).
- FIG. 5 is a schematic diagram for explaining the reason for changing the feedback gain
- FIG. 6 is an actual vehicle speed VSP, estimated vehicle speed VSP1, prefetch vehicle speed VSP2 and true future vehicle speed VSP * in each section of the time chart of FIG. It is a figure showing a relation.
- each section coincides with the time of the control cycle, and it proceeds from (a0) ⁇ (a1) ⁇ every control cycle (in fact, the control cycle is 10 msec. Degree).
- integration is performed by adding the vehicle speed deviation Verr in the current control cycle to the vehicle speed deviation Verr in the previous control cycle.
- the acceleration component vehicle speed Va is added to the integral calculation value V, and the value passing through the phase compensator becomes the pre-reading vehicle speed VSP2.
- the acceleration constant the movement of the pre-reading vehicle speed VSP2 and the integral calculation value V is It is considered that the values are substantially the same (in fact, the integral calculation value V is a value smaller than the prefetch vehicle speed VSP2).
- the vehicle travels at a constant speed at a certain vehicle speed V0.
- the actual vehicle speed VSP, the integral calculation value V ( ⁇ pre-read vehicle speed VSP2), the estimated vehicle speed VSP1, and the future vehicle speed VSP * all coincide with each other at V0 (see (a0) in FIG. 6).
- the actual vehicle speed VSP further increases, and along with this, the future vehicle speed VSP * also increases.
- the integral calculation value V ( ⁇ predicted vehicle speed VSP2) is output as a value obtained by multiplying the vehicle speed deviation Verr1 generated in the section (a1) by the feedback gain k1.
- the estimated vehicle speed VSP1 also increases based on the value of the integral calculation value V ( ⁇ predicted vehicle speed VSP2).
- a vehicle speed deviation Verr2 occurs between the estimated vehicle speed VSP1 and the actual vehicle speed VSP.
- the vehicle speed deviation Verr2 calculated in the section (a2) is added as the integral calculation value V ( ⁇ pre-read vehicle speed VSP2), and k1 (Verr1 + Verr2) is calculated. Although this value has not yet reached the future vehicle speed VSP *, it is calculated as a value larger than the actual vehicle speed VSP. At this time, the difference between the integral calculation value V ( ⁇ predicted vehicle speed VSP2) and the future vehicle speed is smaller than that in the section (a2) (the accuracy is increased). At this time, a vehicle speed deviation Verr3 occurs between the estimated vehicle speed VSP1 and the actual vehicle speed VSP.
- k1 (Verr1 + Verr2 + Verr3) is calculated as an integral operation value V ( ⁇ preparative vehicle speed VSP2) in the next control cycle. This value is larger than the future vehicle speed VSP * and overshoots (see (2) ′ in (a4) in FIG. 6). In particular, it has been found that this tendency becomes remarkable when the feedback gain k1 is set to a large value in order to secure follow-up control in the sections (a1) to (a3).
- the pre-read vehicle speed VSP2 is a value originally calculated to bridge the ideal shift line at a desired timing, and when this value overshoots, the ideal shift line is bridged earlier, and the acceleration force becomes insufficient and sufficient. Power performance can not be obtained.
- the integral calculation value V ( ⁇ predicted vehicle speed VSP2) exceeds the actual vehicle speed VSP, the feedback gain k1 is changed to a small value k2.
- the integral calculation value V ( ⁇ pre-read vehicle speed VSP2) becomes k2 (Verr1 + Verr2 + Verr3) ( ⁇ k1 (Verr1 + Verr2 + Verr3)), and can quickly converge to the future vehicle speed VSP *.
- the pre-read vehicle speed VSP2 is calculated based on the integral calculation value V generated accordingly.
- the pre-reading vehicle speed VSP2 catches up with the actual vehicle speed VSP by gradually accumulating integration results, and thereafter, the pre-reading vehicle speed VSP2 after a predetermined time is accurate Presumed. This is because the feedback gain can not ensure desired responsiveness unless the integral calculation value V is set to quickly exceed the actual vehicle speed VSP.
- the acceleration component vehicle speed Va which is an element unrelated to the deviation between the actual vehicle speed VSP and the estimated vehicle speed VSP1 is added to the phase compensation pre-read vehicle speed VSP22 and the preread vehicle speed VSP2, and an index for evaluating the convergence.
- the integral calculation value V is used.
- the overshooting is performed only when the accelerator pedal opening APO is larger than the predetermined value 3/8. That is, when the accelerator pedal opening APO is small, the vehicle speed deviation Verr between the actual vehicle speed VSP and the estimated vehicle speed VSP1 does not occur so much, and in this case, the overshoot is small.
- FIG. 7 is a time chart when the feedback gain setting process is performed.
- the preread control process is started.
- the feedback gain at this time is set to k1.
- the shift control using the prefetch vehicle speed VSP2 is performed in the region where the accelerator pedal opening APO is larger than 4/8, the calculation itself of the prefetch vehicle speed VSP2 is that the accelerator pedal opening APO is 3/8. It starts from.
- the feedback gain is switched from k1 to k2. Then, since the integral calculation value V is calculated as a small value, the integral calculation value V decreases once. However, the feedback gain is maintained at k2 until the shift control ends.
- the prefetch vehicle speed VSP2 has largely overshooted.
- the vehicle speed VSP * accurately follows the future vehicle speed VSP * as shown by the thick solid line in FIG.
- a control device of an automatic transmission AT that changes the speed ratio between an input shaft IN connected to the engine E side of the vehicle and an output shaft OUT connected to the drive system of the vehicle.
- a vehicle speed sensor 1 as vehicle speed detection means (vehicle speed detection section) for detecting an actual vehicle speed VSP, and a vehicle speed estimation for calculating a predicted vehicle speed VSP2 (estimated vehicle speed 2) which is a future vehicle speed for a predetermined time targeted based on the actual vehicle speed VSP.
- a vehicle speed estimation unit 4 as a means, a shift map which is a target gear ratio calculation means for calculating a target gear ratio based on a predetermined driving state signal including a pre-read vehicle speed VSP2, and the automatic transmission based on the target gear ratio.
- the vehicle control unit 5 includes a shift control unit 5 as a shift control unit to control, and a vehicle speed estimation unit 4 calculates a deviation Verr between a real vehicle speed VSP and an estimated vehicle speed VSP1 described later, and a vehicle speed deviation Verr.
- step S2 a gain change unit (step S2).
- the gain change unit operates only when the accelerator pedal opening is equal to or greater than the predetermined value (step S1). Therefore, the control stability can be improved by changing the gain only when the overshoot is excessive.
- the actual vehicle speed VSP is used as the predetermined value based on the actual vehicle speed
- the feedback gain kF / B is set based on the relationship between the integral calculation value V and the actual vehicle speed VSP.
- a value obtained by adding or subtracting a predetermined value to V may be compared with the integral operation value V to make a determination. For example, when the accelerator pedal opening APO is large, it can be determined that overshooting is likely to occur, and therefore, it may be compared with a value obtained by subtracting a predetermined value from the actual vehicle speed VSP.
- the feedback gain k F / B is changed.
- the integral calculation value V is reduced to a small value by resetting the value added in the integrator 403 or subtracting a predetermined amount. It may be set.
- the control may be performed using a large feedback gain k1 without adding the acceleration component.
- the phase compensator 405 may be omitted.
- the driving force is obtained from the operating state of the engine and the shift position of the automatic transmission, and the running resistance is calculated from the actual vehicle speed etc. You may do so.
- a control device for an automatic transmission wherein the automatic transmission (AT) has an input shaft (IN) connected to the engine (E) side of the vehicle and an output shaft (output shaft connected to the drive system of the vehicle And a controller comprising a vehicle speed detection section (1) configured to change the speed ratio between the vehicle and the vehicle speed, and the controller configured to detect an actual vehicle speed, which is a traveling speed of the vehicle.
- the controller calculates an estimated vehicle speed 2 which is a future vehicle speed for a predetermined time to be targeted based on the actual vehicle speed (4).
- a target gear ratio is calculated based on a predetermined driving condition signal including the estimated vehicle speed 2 [shift map], and the automatic transmission is controlled based on the target gear ratio, and the estimated vehicle speed 2 is calculated.
- the deviation (Verr) between the actual vehicle speed and the estimated vehicle speed 1 is calculated (401), and the estimated vehicle speed 2 is calculated based on the integration calculation result obtained by integrating the vehicle speed deviation by a predetermined gain (K F / B ).
- K F / B predetermined gain
- the estimated vehicle speed 1 is calculated by a delay element performing a predetermined delay operation (406), and the integration calculation result is determined based on the actual vehicle speed.
- a control device for an automatic transmission characterized in that the predetermined gain (K F / B ) is decreased (step S2) when the value is exceeded.
- a control device of an automatic transmission characterized in that the controller changes the predetermined gain to decrease only when the accelerator pedal opening is equal to or more than a predetermined value (step S1).
- a control method of an automatic transmission wherein the automatic transmission (AT) includes an input shaft connected to the engine (E) side of the vehicle and an output shaft (OUT) connected to a drive system of the vehicle The control method detects an actual vehicle speed which is a traveling speed of the vehicle (1), and estimates an estimated vehicle speed which is a future vehicle speed for a predetermined time to be targeted based on the actual vehicle speed.
- Calculate 2 (ATCU, 4), calculate a target gear ratio based on a predetermined driving state signal including the estimated vehicle speed 2 (ATCU, shift map), and control the automatic transmission based on the target gear ratio
- a predetermined driving state signal including the estimated vehicle speed 2 (ATCU, shift map)
- the deviation (Verr) between the actual vehicle speed and the estimated vehicle speed 1 is calculated (ATCU, 401), and the vehicle speed deviation is determined by a predetermined gain (K F
- K F The estimated vehicle speed 2 is estimated based on the integral calculation result obtained by the integral calculation according to (ATCU, 402, 403, 404, 405).
- the estimated vehicle speed 1 is calculated by a delay element that performs a predetermined delay operation (ATCU, 406), and the predetermined gain is obtained when the integration calculation result exceeds a predetermined value based on the actual vehicle speed.
- a method of controlling an automatic transmission according to the present invention is characterized in that (ATCU, step S2).
- a control device of an automatic transmission characterized in that the predetermined gain is reduced only at [ATCU, step S1] when the accelerator pedal opening degree is equal to or more than a predetermined value.
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Abstract
Description
具体的には、請求項1項に記載の発明では、車両のエンジン側に接続される入力軸と車両の駆動系に接続される出力軸との間の速度比を変更する自動変速機の制御装置において、車両の走行速度である実車速を検出する車速検出手段と、
該実車速に基づき目標とする所定時間未来の車速である推定車速2を演算する車速推定手段と、該推定車速2を含む所定の運転状態信号に基づき目標変速比を演算する目標変速比演算手段と、該目標変速比に基づいて前記自動変速機を制御する変速制御手段とを有し、前記車速推定手段は、前記実車速と後述する推定車速1との偏差を演算する車速偏差演算部と、該車速偏差を所定ゲインにより積分演算した積分演算結果に基づいて推定車速2を推定する推定車速2演算部と、該推定車速2に基づき、所定の遅延動作を行う遅れ要素により推定車速1を演算する推定車速1演算部と、前記積分演算結果が前記実車速に基づく所定値を越えたときは前記所定ゲインを小さくするゲイン変更部と、を備えることを特徴とする自動変速機の制御装置とした。又、請求項3項に記載の発明では、自動変速機の制御装置であって、該自動変速機は、車両のエンジン側に接続される入力軸と車両の駆動系に接続される出力軸との間の速度比を変更するように構成され、該制御装置は、車両の走行速度である実車速を検出するように構成された車速検出セクションと、制御器とからなり、該制御器は、
該実車速に基づき目標とする所定時間未来の車速である推定車速2を演算し、
該推定車速2を含む所定の運転状態信号に基づき目標変速比を演算し、
該目標変速比に基づいて前記自動変速機を制御するように構成され、前記推定車速2を演算する際には、前記実車速と推定車速1との偏差を演算し、該車速偏差を所定ゲインにより積分演算した積分演算結果に基づいて該推定車速2を推定し、該推定車速2に基づき、所定の遅延動作を行う遅れ要素により推定車速1を演算し、前記積分演算結果が前記実車速に基づく所定値を越えたときは前記所定ゲインを小さくするように構成されていることを特徴とする自動変速機の制御装置とした。更に、請求項5項に記載の発明では、自動変速機の制御方法であって、該自動変速機は、車両のエンジン側に接続される入力軸と車両の駆動系に接続される出力軸との間の速度比を変更するように構成され、該制御方法は、車両の走行速度である実車速を検出し、該実車速に基づき目標とする所定時間未来の車速である推定車速2を演算し、該推定車速2を含む所定の運転状態信号に基づき目標変速比を演算し、該目標変速比に基づいて前記自動変速機を制御するようにし、前記推定車速2を演算する際には、前記実車速と推定車速1との偏差を演算し、該車速偏差を所定ゲインにより積分演算した積分演算結果に基づいて該推定車速2を推定し、該推定車速2に基づき、所定の遅延動作を行う遅れ要素により推定車速1を演算し、前記積分演算結果が前記実車速に基づく所定値を越えたときは前記所定ゲインを小さくするように構成されていることを特徴とする自動変速機の制御方法とした。
VSP0=VSP2{(APO-4/8)/(3/8)}+VSP{(7/8-APO)/(3/8)}
により算出される。この重み付け車速VSP0が変速線を跨いだときに変速指令を出力する。すると、運転点が変速線に到達するタイミングで変速が完了する。
ここで、変速線と理想変速線との関係について説明する。上述したように、自動変速機ATは、締結要素の締結・解放によって変速動作が行われる。このとき、解放側締結要素を解放し、締結側締結要素を締結する。
入力トルクが大きい場合、特にイナーシャフェーズにおいて変速の進行を促進することが難しく、エンジントルクダウン制御等によって変速速度を制御する技術等も知られている。しかしながら、一般に入力トルクが大きいほど変速時間が長くなる傾向にある。言い換えると、機械的な動作応答性や、入力トルクに基づく遅れ要素が存在する。
〔先読み車速〕
次に、先読み車速について説明する。上述した変速線は、あくまで運転点によって規定されるものであり、実際の走行環境等による影響を考慮したものとは言えない。例えば、アクセル開度APOが大きくても、車両負荷が大きい走行環境では、実際に車速VSPが上昇して理想変速線を横切る時間が長くなり、一方、車両負荷が小さい走行環境では理想変速線を横切る時間が短くなる。
(式1)
Verr=VSP-VSP1
(式2)
V=kF/B(1/s)
ただし、sはラプラス演算子である。
所定時間乗算部407では、加速度センサ3により検出された車両加速度に推定しようとする所定時間後の時間tを乗算し、加速成分atを演算する。
(式3)
G(s)=1/(Ts+1)
ただし、Tは設計者が目標とする先読み時間に相当する時定数である。
(式4)
VSP22=V+Va
(式5)
Gh(s)=(T2s+1)/(T1s+1)
ここで、T1,T2は位相補償定数である。
三つの設計要素を設定できる。これにより、設計者の希望する系を設計することができる。尚、詳細については特開平9-210159号公報(これは、上記のように米国特許第5,857,937号)に開示されているため、省略する。
(式6)
G(s)=1/(Ts+1)
ただし、Tは設計者が目標とする先読み時間に相当する時定数である。
次に、フィードバックゲイン設定処理について説明する。図4はフィードバックゲイン設定処理を表すフローチャートである。フィードバックゲイン設定処理とは、上記車速推定部4において使用されるフィードバックゲインkF/Bを状況に応じて変更する処理である。
ステップS4では、変速制御が終了したかどうかを判断し、変速制御が終了するまではステップS3へ戻ってフィードバックゲインとしてk2を保持し、変速終了時には本制御フローを終了する。ここで、変速制御の終了とは、現在変速していない状態で先読み車速が変速線を跨いだとき、変速が開始され、その変速が終了するまでの間を表す。
ステップS5では、フィードバックゲインkF/Bをk1(>k2)に設定する。
ら開始している。
(1)車両のエンジンE側に接続される入力軸INと車両の駆動系に接続される出力軸OUTとの間の速度比を変更する自動変速機ATの制御装置において、車両の走行速度である実車速VSPを検出する車速検出手段(車速検出セクション)としての車速センサ1と、実車速VSPに基づき目標とする所定時間未来の車速である先読み車速VSP2(推定車速2)を演算する車速推定手段としての車速推定部4と、先読み車速VSP2を含む所定の運転状態信号に基づき目標変速比を演算する目標変速比演算手段である変速マップと、該目標変速比に基づいて前記自動変速機を制御する変速制御手段としての変速制御部5とを有し、車速推定部4は、実車速VSPと後述する推定車速VSP1との偏差Verrを演算する車速偏差演算部401と、車速偏差Verrを所定ゲインkF/Bにより積分演算した積分演算結果に基づいて先読み車速VSP2を推定する演算部(フィードバックゲイン乗算部402,積分器403,車速加算部404,位相補償器405等)と、先読み車速VSP2に基づき、所定の遅延動作を行う遅れ要素により推定車速VSP1を演算する推定車速演算部406と、積分演算結果Vが前記実車速に基づく所定値(実施例1では実車速VSP)を越えたときは所定ゲインkF/Bを小さくするゲイン変更部(ステップS2)と、を備えた。
(3)自動変速機の制御装置であって、該自動変速機(AT)は、車両のエンジン(E)側に接続される入力軸(IN)と車両の駆動系に接続される出力軸(OUT)との間の速度比を変更するように構成され、該制御装置は、車両の走行速度である実車速を検出するように構成された車速検出セクション(1)と、制御器とからなり、該制御器は、該実車速に基づき目標とする所定時間未来の車速である推定車速2を演算し(4)、
該推定車速2を含む所定の運転状態信号に基づき目標変速比を演算し〔変速マップ〕、 該目標変速比に基づいて前記自動変速機を制御するように構成され、前記推定車速2を演算する際には、前記実車速と推定車速1との偏差(Verr)を演算し(401)、該車速偏差を所定ゲイン(KF/B)により積分演算した積分演算結果に基づいて該推定車速2を推定し(402,403,404,405)、該推定車速2に基づき、所定の遅延動作を行う遅れ要素により推定車速1を演算し(406)、前記積分演算結果が前記実車速に基づく所定値を越えたときは前記所定ゲイン(KF/B)を小さくするように(ステップS2)構成されていることを特徴とする自動変速機の制御装置。
(4)前記制御器は、アクセルペダル開度が所定値以上のとき(ステップS1〕にのみ前記所定ゲインを小さくするように変更する構成としたことを特徴とする自動変速機の制御装置。
(5)自動変速機の制御方法であって、該自動変速機(AT)は、車両のエンジン(E)側に接続される入力軸と車両の駆動系に接続される出力軸(OUT)との間の速度比を変更するように構成され、該制御方法は、車両の走行速度である実車速を検出し(1)、該実車速に基づき目標とする所定時間未来の車速である推定車速2を演算し(ATCU、4)、該推定車速2を含む所定の運転状態信号に基づき目標変速比を演算し(ATCU、変速マップ)、該目標変速比に基づいて前記自動変速機を制御する(ATCU,5)ようにし、前記推定車速2を演算する際には、前記実車速と推定車速1との偏差(Verr)を演算し(ATCU,401)、該車速偏差を所定ゲイン(KF/B)により積分演算した積分演算結果に基づいて該推定車速2を推定し(ATCU,402、403、404、405)、該推定車速2に基づき、所定の遅延動作を行う遅れ要素により推定車速1を演算し(ATCU,406)、前記積分演算結果が前記実車速に基づく所定値を越えたときは前記所定ゲインを小さくする(ATCU,ステップS2)ように構成されていることを特徴とする自動変速機の制御方法。
(6)アクセルペダル開度が所定値以上のとき〔ATCU,ステップS1〕にのみ前記所定ゲインを小さくする構成としたことを特徴とする自動変速機の制御装置。
Claims (6)
- 車両のエンジン側に接続される入力軸と車両の駆動系に接続される出力軸との間の速度比を変更する自動変速機の制御装置において、
車両の走行速度である実車速を検出する車速検出手段と、
該実車速に基づき目標とする所定時間未来の車速である推定車速2を演算する車速推定手段と、
該推定車速2を含む所定の運転状態信号に基づき目標変速比を演算する目標変速比演算手段と、
該目標変速比に基づいて前記自動変速機を制御する変速制御手段と
を有し、前記車速推定手段は、
前記実車速と後述する推定車速1との偏差を演算する車速偏差演算部と、
該車速偏差を所定ゲインにより積分演算した積分演算結果に基づいて推定車速2を推定する推定車速2演算部と、
該推定車速2に基づき、所定の遅延動作を行う遅れ要素により推定車速1を演算する推定車速1演算部と、
前記積分演算結果が前記実車速に基づく所定値を越えたときは前記所定ゲインを小さくするゲイン変更部と、
を備えることを特徴とする自動変速機の制御装置。 - 請求項1に記載の自動変速機の制御装置において、
前記ゲイン変更部は、アクセルペダル開度が所定値以上のときにのみ作動することを特徴とする自動変速機の制御装置。 - 自動変速機の制御装置であって、該自動変速機は、車両のエンジン側に接続される入力軸と車両の駆動系に接続される出力軸との間の速度比を変更するように構成され、該制御装置は、車両の走行速度である実車速を検出するように構成された車速検出セクションと、制御器とからなり、該制御器は、
該実車速に基づき目標とする所定時間未来の車速である推定車速2を演算し、
該推定車速2を含む所定の運転状態信号に基づき目標変速比を演算し、
該目標変速比に基づいて前記自動変速機を制御するように構成され、前記推定車速2を演算する際には、前記実車速と推定車速1との偏差を演算し、該車速偏差を所定ゲインにより積分演算した積分演算結果に基づいて該推定車速2を推定し、該推定車速2に基づき、所定の遅延動作を行う遅れ要素により推定車速1を演算し、前記積分演算結果が前記実車速に基づく所定値を越えたときは前記所定ゲインを小さくするように構成されていることを特徴とする自動変速機の制御装置。 - 請求項3に記載の自動変速機の制御装置であって、
前記制御器は、アクセルペダル開度が所定値以上のときにのみ前記所定ゲインを小さくするように変更する構成としたことを特徴とする自動変速機の制御装置。 - 自動変速機の制御方法であって、該自動変速機は、車両のエンジン側に接続される入力軸と車両の駆動系に接続される出力軸との間の速度比を変更するように構成され、該制御方法は、車両の走行速度である実車速を検出し、該実車速に基づき目標とする所定時間未来の車速である推定車速2を演算し、該推定車速2を含む所定の運転状態信号に基づき目標変速比を演算し、該目標変速比に基づいて前記自動変速機を制御するようにし、前記推定車速2を演算する際には、前記実車速と推定車速1との偏差を演算し、該車速偏差を所定ゲインにより積分演算した積分演算結果に基づいて該推定車速2を推定し、該推定車速2に基づき、所定の遅延動作を行う遅れ要素により推定車速1を演算し、前記積分演算結果が前記実車速に基づく所定値を越えたときは前記所定ゲインを小さくするように構成されていることを特徴とする自動変速機の制御方法。
- 請求項5に記載の自動変速機の制御方法であって、
アクセルペダル開度が所定値以上のときにのみ前記所定ゲインを小さくする構成としたことを特徴とする自動変速機の制御装置。
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- 2009-01-26 CN CN2009801077807A patent/CN101965468B/zh not_active Expired - Fee Related
- 2009-01-26 EP EP09717944.4A patent/EP2251568B1/en not_active Not-in-force
- 2009-01-26 JP JP2010501819A patent/JP5055424B2/ja not_active Expired - Fee Related
- 2009-01-26 WO PCT/JP2009/051175 patent/WO2009110261A1/ja active Application Filing
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Also Published As
Publication number | Publication date |
---|---|
US20110004381A1 (en) | 2011-01-06 |
JPWO2009110261A1 (ja) | 2011-07-14 |
CN101965468B (zh) | 2013-03-27 |
JP5055424B2 (ja) | 2012-10-24 |
KR20100125386A (ko) | 2010-11-30 |
KR101520137B1 (ko) | 2015-05-13 |
EP2251568A1 (en) | 2010-11-17 |
CN101965468A (zh) | 2011-02-02 |
EP2251568B1 (en) | 2014-03-12 |
US8406972B2 (en) | 2013-03-26 |
EP2251568A4 (en) | 2012-04-25 |
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