JP2021063578A - Automatic transmission control apparatus and control method - Google Patents

Abstract

To effectively adapt shift timing of an automatic transmission to the travel state of a vehicle in an automatic shift mode.SOLUTION: A control apparatus 100, applied to an automatic transmission 10 allowed for switching between an automatic shift mode and a manual shift mode, includes: an automatic shift control part 110 for controlling shifting in accordance with a map M that specifies shift timing, once switched to the automatic transmission mode; a coasting travel detection part 140 for detecting a coasting travel in which a vehicle 1 travels with an accelerator turned off; a manual shift timing obtainment part 150 for obtaining manual shift timing in accordance with an operation of a driver, once switched to the manual shift mode in a state where a coasting travel is detected; and a learning control part 160 for generating a correction map Mc produced by correcting the map M on the basis of the manual shift timing, and setting the correction map Mc for the map to be used for the shift control of the automatic shift control part 110 when the vehicle 1 travels in coasting in the automatic shift mode.SELECTED DRAWING: Figure 2

Description

The present disclosure relates to a control device and a control method for an automatic transmission.

As a control device for this type of automatic transmission, when the automatic transmission mode is selected, the transmission is automatically shifted up or down according to a shift map referred to based on the running state of the vehicle or the like. (See, for example, Patent Documents 1, 2, etc.).

Japanese Unexamined Patent Publication No. 09-137860 JP-A-2002-303366

Generally, in the shift map, the shift timing of each shift stage is set at a predetermined timing defined in advance as an initial value. However, with the initial shift timing, for example, during so-called coasting when the vehicle is traveling with the accelerator off, the shift down shift timing may be delayed with respect to the increase in vehicle speed, and the vehicle speed may be delayed without the driver noticing. May lead to excess.

The technique of the present disclosure has been made in view of the above circumstances, and an object of the present invention is to effectively adjust the shift timing of the automatic transmission in the automatic shift mode to the running state of the vehicle.

The control device of the present disclosure is a control device for an automatic transmission that transmits the power of a driving force source mounted on a vehicle to the drive wheels and can selectively switch between an automatic transmission mode and a manual transmission mode. When the automatic transmission mode is switched to, the automatic transmission control unit that controls the automatic transmission according to a map that defines the shift timing corresponding to each shift stage of the automatic transmission, and the vehicle travel in a state where the accelerator is off. A manual transmission detection unit that detects coasting, and a manual transmission that acquires the manual shift timing of the automatic transmission according to the driver's operation when the manual transmission mode is switched to while the coasting is detected. Based on the shift timing acquisition unit and the acquired manual shift timing, a correction map that corrects the shift timing of the map is created, and when the vehicle coasts on the correction map in the automatic shift mode, the correction map is created. It is characterized by including a learning control unit set as a map used for the shift control of the automatic shift control unit.

Further, a gradient acquisition unit for acquiring the gradient of the road surface on which the vehicle travels is further provided, the learning control unit creates the correction map in association with the gradient, and the vehicle coasts in the automatic shift mode. In this case, it is preferable to set a correction map corresponding to the gradient acquired by the gradient acquisition unit as a map used for the shift control of the automatic shift control unit.

The method of the present disclosure is a control method of an automatic transmission capable of transmitting the power of a driving force source mounted on a vehicle to a drive wheel and selectively switching between an automatic transmission mode and a manual transmission mode. When the automatic transmission mode is switched to, the automatic transmission is speed-controlled according to a map that defines the shift timing corresponding to each shift stage of the automatic transmission, and coasting traveling in which the vehicle travels with the accelerator off is detected. When the mode is switched to the manual shift mode in the state where the coasting is detected, the manual shift timing of the automatic transmission according to the operation of the driver is acquired, and based on the acquired manual shift timing, A correction map that corrects the shift timing of the map is created, and the correction map is set as a map used for the shift control of the automatic shift control unit when the vehicle coasts in the automatic shift mode. It is a feature.

According to the technique of the present disclosure, the shift timing of the automatic transmission in the automatic shift mode can be effectively adapted to the running state of the vehicle.

It is a schematic overall block diagram which shows the power transmission system of the vehicle which concerns on this embodiment. It is a schematic functional block diagram which shows the control device which concerns on this embodiment, and the related peripheral configuration. It is a timing chart diagram explaining the operation of learning control which concerns on this embodiment. It is a flowchart explaining the process of learning control of the shift timing which concerns on this embodiment.

Hereinafter, the control device and the control method for the automatic transmission according to the present embodiment will be described with reference to the accompanying drawings. The same parts have the same reference numerals, and their names and functions are also the same. Therefore, detailed explanations about them will not be repeated.

[overall structure]
FIG. 1 is a schematic overall configuration diagram showing a power transmission system of the vehicle 1 according to the present embodiment.

The vehicle 1 is equipped with an engine 2 as an example of a driving force source. An automatic transmission 10 is connected to the crankshaft 3 of the engine 2. The automatic transmission 10 includes a clutch device 20 and a transmission mechanism 40 in this order from the power input side.

The crankshaft 3 of the engine 2 is connected to the input side of the clutch device 20. Further, an input shaft 41 of the transmission 40 is connected to the output side of the clutch device 20. A propeller shaft 4 is connected to the output shaft 42 of the transmission 40, and a differential gear device (not shown) and left and right drive wheels are connected to the propeller shaft 4 via left and right drive shafts, respectively.

The driving force source of the vehicle 1 is not limited to the engine 2, and the engine 2 and the traveling motor may be used in combination. Further, the vehicle 1 may be any of rear wheel drive, front wheel drive, all-wheel drive, four-wheel drive, and rear two-axis drive vehicle.

The clutch device 20 is, for example, a wet multi-plate clutch, and is configured by arranging a plurality of clutch plates 22 between the clutch drum 21 and the clutch hub 23. The clutch drum 21 on the input side is provided so as to be integrally rotatable on the crankshaft 3, and the clutch hub 23 on the output side is provided so as to be integrally rotatable on the input shaft 41.

For example, when hydraulic oil is supplied to the pressure chamber 24 from a hydraulic circuit (not shown), the clutch device 20 is in a “contact state” in which power is transmitted by pressing the clutch plates 22 by the piston P and pressing them against each other. It becomes. On the other hand, in the clutch device 20, when the supply of hydraulic oil to the pressure chamber 24 is stopped, the piston P is pushed back by the return spring S, and the pressure contact of each clutch plate 22 is released to cut off the power transmission. It becomes a "disengaged state". The clutch device 20 is not limited to the configuration shown in the illustrated example, and may be a dry single plate clutch or the like as long as it is an automatic clutch. Further, the working fluid is not limited to the hydraulic pressure, and may be pneumatic or the like.

The transmission mechanism 40 mainly includes an input shaft 41, an output shaft 42, a counter shaft 43, an input gear train 44, a plurality of output gear trains 47, a plurality of synchronization devices 50, and the like. The speed change mechanism 40 is not limited to the input reduction type shown in the illustrated example, and may be an output reduction type.

The input gear train 44 has an input main gear 45 rotatably provided on the input shaft 41 and an input counter gear 46 rotatably provided on the counter shaft 43 and constantly meshing with the input main gear 45.

The input gear row 44 is not limited to one row in the illustrated example, and may be configured to include two rows that function as splitters capable of switching between low speed and high speed. Further, at least one of the input main gear 45 and the input counter gear 46 may be idle gears that can rotate relative to the shafts 41 and 43. In this case, the synchronization device 50 described later may be provided.

The plurality of output gear trains 47 have an output main gear 48 rotatably provided on the output shaft 42 and an output counter gear 49 rotatably provided on the counter shaft 43 and constantly meshing with the output main gear 48. .. The output main gear 48 is selectively synchronously coupled to the output shaft 42 by the synchronous device 50.

In the illustrated example, the output main gear 48 is an idle gear, but the output counter gear 49 may be an idle gear. In this case, the synchronization device 50 may be provided on the counter shaft 43 side. Further, although not shown, a synchronization device 50 corresponding to a direct connection stage for connecting the input shaft 41 and the output shaft 42 may be further provided.

The synchronization device 50 includes a hub 51 rotatably provided on the output shaft 42, a sleeve 52 having inner peripheral teeth that constantly mesh with the outer peripheral teeth of the hub 51, and a dog gear rotatably provided on the output main gear 48. It includes a 53, a tapered cone portion 54 provided on the dog gear 53, and a synchronizer ring 55 provided between the hub 51 and the dog gear 53.

A shift fork 56 fixed to the shift rod 57 is integrally movably engaged with the sleeve 52. The shift rod 57 is connected to an actuator 58 operated by hydraulic oil supplied from a hydraulic circuit (not shown). The actuator 58 may be a pneumatic actuator, an electromagnetic actuator, or the like.

When the actuator 58 is operated, the synchronization device 50 shifts the sleeve 52 in the shift direction (dog gear 53 side) by the shift thrust transmitted via the shift rod 57 and the shift fork 56. When the synchronizer ring 55 is pressed with the shift movement of the sleeve 52, a synchronous load is generated between the synchronizer ring 55 and the tapered cone portion 54. When the sleeve 52 and the dog gear 53 rotate and synchronize due to the synchronous load, the sleeve 52 further shifts and completely meshes with the dog gear 53 so that the output main gear 48 and the output shaft 42 are selectively synchronously coupled (in gear). It is configured in.

In the following description, the state in which the sleeve 52 is completely meshed with the dog gear 53 (detent) is the “coupled state” of the synchronization device 50, and the state in which the sleeve 52 is meshed with only the hub 51 is the state in which the synchronization device 50 or the transmission mechanism 40 is “detent”. It is called "neutral state".

The speed change operation device 70 is provided in a driver's cab (not shown), and includes an operation lever 71 operated by the driver. The speed change operation device 70 is configured so that the drive mode D (automatic shift mode) and the manual mode M (manual shift mode) can be selectively switched.

When the drive mode D is selected, the automatic transmission 10 is automatically upshifted or downshifted based on the shift instruction signal transmitted from the control device 100 according to the vehicle speed, the accelerator opening degree, and the like. On the other hand, when the manual mode M is selected, the automatic transmission 10 is automatically upshifted or downshifted based on the shift instruction signal transmitted from the control device 100 in response to the operation of the operating lever 71.

Further, the vehicle 1 is provided with various sensors. The engine speed sensor 90 detects the engine speed Ne from the crankshaft 3 (or the clutch drum 21). The accelerator opening sensor 91 detects the accelerator opening AC (required torque) according to the amount of depression of the accelerator pedal 5. The vehicle speed sensor 92 detects the vehicle speed V from the propeller shaft 4 or the output shaft 42. The shift position sensor 93 detects the operating position (shift position SP) of the operating lever 71 of the shifting operating device 70. The gradient sensor 94 acquires the gradient D of the road surface on which the vehicle 1 travels from the inclination angle of the vehicle 1 with respect to the horizontal direction. The detection signals of these sensors 90 to 94 are transmitted to the electrically connected control device 100.

[Control device]
FIG. 2 is a schematic functional block diagram showing the control device 100 according to the present embodiment and related peripheral configurations.

The control device 100 is, for example, a device that performs calculations such as a computer, and is a CPU (Central Processing Unit), a ROM (Read Only Memory), a RAM (Random Access Memory), an input port, and an output port connected to each other by a bus or the like. Etc., and execute the program.

Further, by executing the program, the control device 100 includes an automatic shift control unit 110, a map storage unit 120, a road surface gradient acquisition unit 130, a coasting traveling detection unit 140, a manual shift timing acquisition unit 150, and a learning control unit. It functions as a device including 160. Each of these functional elements will be described as being included in the control device 100, which is integrated hardware in the present embodiment, but any part of these may be provided in separate hardware.

The automatic transmission control unit 110 executes automatic transmission control for automatically shifting up or down the automatic transmission 10 by controlling the operation of the clutch device 20 and the synchronization device 50.

Specifically, when the drive mode D is selected, the automatic transmission control unit 110 shifts the automatic transmission 40 by referring to the shift map M stored in the map storage unit 120. .. In the shifting operation of the automatic transmission 10, the clutch device 20 is disconnected from the contact state, the synchronization device 50 of the current transmission stage is changed from the coupled state to the neutral state, and then the synchronization device 50 of the next transmission stage is changed from the neutral state. This is done by switching to the engaged state and bringing the clutch device 20 into contact.

On the other hand, when the manual mode M is selected, the automatic shift control unit 110 transmits a shift instruction signal to the clutch device 20 and the synchronization device 50 according to the shift position SP transmitted from the shift position sensor 93. By doing so, the automatic transmission 10 is automatically shifted up or down.

The map storage unit 120 is, for example, a non-volatile memory and stores a shift map M created in advance. The shift map M is a map that is referred to based on the accelerator opening AC and the vehicle speed V (or engine speed Ne) when the vehicle 1 travels in the drive mode D, and the shift map M includes the shift map M. , A plurality of shift lines corresponding to each shift stage of the transmission mechanism 40 are set. In the figure, the shift up line is shown by a solid line, and the shift down line is shown by a broken line.

Specifically, when the accelerator opening AC and the vehicle speed V move from point A on the shift map M to point B across the 3 → 4 shift upline, the automatic shift control unit 110 shifts the automatic transmission 10 to 3. Shift up from the speed stage to the 4th speed stage. On the other hand, when the accelerator opening AC and the vehicle speed V move from the C point on the shift map M to the D point across the 3 ← 4 shift down line, the automatic shift control unit 110 shifts the automatic transmission 10 from the 4th gear. Shift down to 3rd gear. Since the same processing is applied to upshifting or downshifting to another shift stage, detailed description thereof will be omitted. Further, the shift map M does not need to be graphed and may be stored as numerical data in the map storage unit 120. Further, the number of gears of the automatic transmission 10 may be larger or smaller than that in the illustrated example.

The road surface gradient acquisition unit 130 acquires the gradient D of the road surface on which the vehicle 1 travels based on the gradient D transmitted from the gradient sensor 94. The road surface gradient information may be acquired based on, for example, map information of a car navigation system (not shown) mounted on the vehicle 1. The gradient D acquired by the road surface gradient acquisition unit 130 is transmitted to the coasting traveling detection unit 140 and the learning control unit 160.

The coasting detection unit 140 is based on the accelerator opening AC transmitted from the accelerator opening sensor 91, the vehicle speed V transmitted from the vehicle speed sensor 92, and the gradient D transmitted from the road surface gradient acquisition unit 130. It detects whether or not the vehicle is coasting while traveling on a downhill with the accelerator off (accelerator opening AC = substantially zero). The detection result by the coasting traveling detection unit 140 is transmitted to the manual shift timing acquisition unit 150 and the learning control unit 160.

The manual shift timing acquisition unit 150 is a shift operation device 70 of the driver when the automatic transmission 10 is switched from the drive mode D to the manual mode M while the coasting travel detection unit 140 has detected the coasting of the vehicle 1. Acquires and stores the manual shift timing of the automatic transmission 10 that shifts according to the operation of.

Specifically, when the manual shift timing acquisition unit 150 detects coasting by the coasting detection unit 140 and the automatic transmission 10 is switched to the manual mode M, the shift position SP, the accelerator opening AC, and the accelerator opening AC are used. The vehicle speed V is acquired in real time at predetermined intervals. Then, when the shift position SP is switched from the current gear stage to the next gear stage, the manual shift timing acquisition unit 150 sets the accelerator opening AC and the vehicle speed V at the time of the switch as the manual shift timing to the next gear stage. Remember. The manual shift timing acquired by the manual shift timing acquisition unit 150 is transmitted to the learning control unit 160.

The learning control unit 160 sets the shift line corresponding to the shift stage shifted by the manual mode M during coasting among the shift lines of the shift map M stored in the map storage unit 120 to the manual shift timing acquisition unit 150. By correcting to the manual shift timing acquired in step 2, a corrected shift map Mc different from the shift map M is created. The correction method is not particularly limited, and only the shift down line of the shift stage shifted down by the manual mode M during coasting may be corrected, or when the shift up is performed by the manual mode M. , The shift-up line of the shift-up gear may be included in the correction.

Further, the learning control unit 160 stores the created corrected shift map Mc in the map storage unit 120 in association with the gradient D acquired by the road surface gradient acquisition unit 130 during coasting in the manual mode M. Further, the learning control unit 160 uses the corrected shift map Mc stored in the map storage unit 120 for automatic shift control of the automatic shift control unit 110 when the vehicle 1 subsequently coasts in the drive mode D. Implement the learning control set to. When a plurality of corrected shift maps Mc associated with the gradient D are stored in the map storage unit 120, the learning control is acquired by the road surface gradient acquisition unit 130 from the plurality of corrected shift maps Mc. This may be done by selecting and reading the map corresponding to the gradient D.

Here, the operation of the learning control according to the present embodiment will be described with reference to the timing chart of FIG. FIG. 3A shows the shift timing of the learning control according to the present embodiment, and FIG. 3B shows the shift timing according to the comparative example.

In the comparative example shown in FIG. 3B, when the vehicle 1 coasts downhill in the drive mode D, the shift timing (shift down) is controlled according to the shift map M as the initial value stored in advance. This is an example. When the vehicle 1 coasts, if the downshift is performed based on the shift map M as the initial value, the downshift timing is delayed with respect to the increase in the vehicle speed V, which may lead to an excess of the vehicle speed V. There is a sex (see time t2).

On the other hand, according to the learning control according to the present embodiment shown in FIG. 3A, when the vehicle 1 coasts downhill in the drive mode D, the correction is made based on the manual shift timing in the manual mode M. The automatic shift control is appropriately performed according to the corrected shift map Mc. That is, the downshift timing is appropriately performed with respect to the increase in the vehicle speed V (see time t1). As a result, the shift timing of downshifting can be adjusted to the road surface gradient, and the excess of the vehicle speed V can be effectively suppressed.

Next, the flow of the process of learning control of the shift timing according to the present embodiment will be described with reference to FIG.

In step S100, it is determined whether or not the vehicle 1 is traveling. Whether or not the vehicle 1 is traveling may be determined based on the vehicle speed V acquired by the vehicle speed sensor 92. If the vehicle speed V is larger than 0 (zero) (Yes), it is determined that the vehicle 1 is traveling, and this control proceeds to the process of step S110. On the other hand, if the vehicle speed V is 0 (zero), it is determined that the vehicle 1 is stopped, and this control repeats the determination process in step S100.

In step S110, it is determined whether or not the vehicle 1 has detected coasting traveling downhill with the accelerator off. When coasting is detected (Yes), this control proceeds to the process of step S120. On the other hand, when coasting is not detected (No), this control is returned to the determination process in step S100.

In step S120, it is determined whether or not the drive mode D has been switched to the manual mode M. When the mode is switched to the manual mode M (Yes), this control proceeds to the process of step S130. On the other hand, if the manual mode M cannot be switched (No), this control is returned to the determination process in step S100. The processes of step S110 and step S120 may be performed at the same time.

In step S130, the manual shift timing in the manual mode M is acquired based on the shift position SP, the accelerator opening AC, and the vehicle speed V, and the slope D of the road surface on which the vehicle 1 coasts is acquired.

In step S140, it is determined whether or not the drive mode D is returned or whether or not the end condition (accelerator ON) of coasting when the accelerator pedal is depressed is satisfied. When any of these conditions is satisfied (Yes), this control proceeds to the process of step S150. On the other hand, if none of the conditions are satisfied (No), this control is returned to the process of step S130.

In step S150, the corrected shift map Mc is created by correcting the shift line of the shift map M based on the manual shift timing acquired in step S130, and the corrected shift map Mc is acquired in step S130. Stored in association with the gradient D.

Next, in step S160, it is determined whether or not the vehicle 1 is traveling in the drive mode D. When traveling in the drive mode D (Yes), this control proceeds to the process of step S170. On the other hand, when the vehicle is not traveling in the drive mode D (No), this control repeats the determination process in step S160.

In step S170, it is determined whether or not the coasting of the vehicle 1 is detected. When coasting is detected (Yes), this control proceeds to the process of step S180. On the other hand, when coasting is not detected (No), this control is returned to the determination process in step S160.

In step S180, automatic transmission control for automatically shifting the automatic transmission 10 in the drive mode D according to the corrected shift map Mc is executed. Here, the corrected shift map Mc is set by selecting and reading the corrected shift map Mc corresponding to the gradient D acquired by the road surface gradient acquisition unit 130 when coasting is detected in step S170. If there is no corrected shift map Mc corresponding to the gradient D, the corrected shift map Mc closest to the gradient D may be selected and set.

Next, in step S190, it is determined whether or not the end condition of the coasting running in which the accelerator pedal is depressed is satisfied. If the condition is not satisfied (No), that is, if coasting continues, this control returns to the process of step S180. On the other hand, when the condition is satisfied (Yes), that is, when the coasting is completed, this control proceeds to step S195, the map of the automatic shift control is returned from the shift map Mc after correction to the shift map M, and then returned. To.

According to the present embodiment described in detail above, when the automatic transmission 10 is switched from the drive mode D to the manual mode M while the vehicle 1 is coasting, the manual shift timing according to the shift operation of the driver is acquired. At the same time, the corrected shift map Mc is created by correcting the shift map M based on the manual shift timing. Then, when the vehicle 1 subsequently coasts in the drive mode D, the learning control for setting the corrected shift map Mc as the shift map used in the drive mode D is executed. As a result, when the vehicle 1 coasts in the drive mode D, the shift timing of the drive mode D is effectively adapted to the running state of the vehicle 1 according to the road surface gradient and the like, and the driver's intention. It is possible to effectively suppress the occurrence of excessive speed.

[Other]
The present disclosure is not limited to the above-described embodiment, and can be appropriately modified and implemented without departing from the spirit of the present disclosure.

For example, the travel route of the vehicle 1 for which the manual shift timing has been acquired is acquired based on the position information, road map information, etc. of the GPS (Global Positioning System) receiver mounted on the vehicle 1, and the acquired travel route is acquired. Is stored in association with the corrected shift map Mc, and when the vehicle 1 coasts on the same traveling route again in drive mode D, the corrected shifting map Mc corresponding to the traveling route is read and automatic shifting is performed. It may be configured to be set in the shift map used for control.

Further, the clutch device 20 is not limited to the single clutch of the illustrated example, and may be a dual clutch device capable of pre-shifting. In the case of the dual clutch device, the clutch replacement timing may be learned as the shift timing.

1 Vehicle 2 Engine (driving force source)
3 Crankshaft 4 Propeller shaft 10 Automatic transmission 20 Clutch device 40 Transmission mechanism 41 Input shaft 42 Output shaft 43 Counter shaft 44 Input gear row 47 Output gear row 50 Synchronizer 90 Engine rotation speed sensor 91 Accelerator opening sensor 92 Vehicle speed sensor 93 Shift position sensor 94 Gradient sensor 100 Control device 110 Automatic shift control unit 120 Map storage unit 130 Road surface gradient acquisition unit 140 Coasting running detection unit 150 Manual shift timing acquisition unit 160 Learning control unit

Claims (3)

It is a control device for an automatic transmission that transmits the power of the driving force source mounted on the vehicle to the drive wheels and can selectively switch between the automatic transmission mode and the manual transmission mode.
When the automatic transmission mode is switched to, the automatic transmission control unit that controls the automatic transmission according to a map that defines the shift timing corresponding to each shift stage of the automatic transmission.
A coasting detection unit that detects coasting when the vehicle travels with the accelerator off, and
When the manual shift mode is switched to in the state where the coasting is detected, the manual shift timing acquisition unit that acquires the manual shift timing of the automatic transmission according to the operation of the driver, and the manual shift timing acquisition unit.
Based on the acquired manual shift timing, a correction map that corrects the shift timing of the map is created, and when the vehicle coasts on the correction map in the automatic shift mode, the automatic shift control unit A control device for an automatic transmission, comprising: a learning control unit set as a map used for shift control. Further provided with a gradient acquisition unit for acquiring the gradient of the road surface on which the vehicle travels,
The learning control unit creates the correction map in association with the gradient, and when the vehicle coasts in the automatic transmission mode, the learning control unit creates a correction map corresponding to the gradient acquired by the gradient acquisition unit. The control device for an automatic transmission according to claim 1, which is set as a map used for the shift control of the automatic shift control unit. It is a control method of an automatic transmission that transmits the power of the driving force source mounted on the vehicle to the drive wheels and can selectively switch between the automatic transmission mode and the manual transmission mode.
When the automatic transmission mode is switched to, the automatic transmission is speed-controlled according to a map defining the shift timing corresponding to each shift stage of the automatic transmission, and coasting traveling in which the vehicle travels with the accelerator off is detected. Then, when the mode is switched to the manual shift mode in the state where the coasting is detected, the manual shift timing of the automatic transmission according to the operation of the driver is acquired, and based on the acquired manual shift timing. A correction map that corrects the shift timing of the map is created, and the correction map is set as a map used for the shift control of the automatic shift control unit when the vehicle coasts in the automatic shift mode. A control method for an automatic transmission.

Images