JP5082980B2 - Control device for automatic transmission - Google Patents

Description

  The present invention relates to a control device for an automatic transmission having a fluid transmission device with a lock-up clutch.

  In this type of automatic transmission control device, at the time of deceleration by fully closing the accelerator opening, fuel cut control is performed to cut off the fuel supply to the engine in order to improve fuel efficiency, and the above lockup is performed to avoid engine cut due to fuel cut. A device that performs lock-up control for engaging the clutch is known (see, for example, Patent Document 1).

  The lock-up clutch is configured as a hydraulic clutch that is actuated by hydraulic pressure from a hydraulic pump driven by the engine, as with frictional engagement elements (clutch and brake) for shifting, and is generally engaged when the pressure is reduced and released when the pressure is increased. To do. Hereinafter, the engagement state of the lockup clutch is referred to as ON, and the release state is referred to as OFF.

Here, since the lock-up clutch is larger than the frictional engagement element for shifting, the response of ON / OFF switching is worse than that of the frictional engagement element, and switching takes time.
JP 2008-025376 A

  From the viewpoint of improving fuel efficiency, it is desirable to maintain the lockup state in the widest possible low speed region, in other words, to delay the lockup off as much as possible and lengthen the fuel cut time.

  On the other hand, when the vehicle suddenly decelerates due to, for example, a sudden braking operation in the fuel cut & lockup state, it is necessary to immediately switch to lockup off in order to avoid engine stall.

  In this case, in consideration of the poor response of the lockup clutch as described above, the lockup off control must be started early. In other words, it was not possible to meet the request to delay the lock-up off as much as possible, and this was an issue in terms of improving fuel consumption.

  Accordingly, the present invention provides a control device for an automatic transmission that can contribute to fuel efficiency improvement by delaying switching from a lock-up state to a lock-up off state while avoiding an engine stall at the time of sudden deceleration of a vehicle being locked up. To do.

The invention of claim 1 is a control device for an automatic transmission comprising a fluid transmission device with a lock-up clutch and a lock-up control means for locking up the lock-up clutch during deceleration, wherein the lock-up control means Driving condition determination means for determining sudden deceleration of the vehicle during lockup, and frictional engagement element release for releasing a predetermined frictional engagement element that forms a shift stage when the sudden deceleration of the vehicle is determined by the driving condition determination means Control means, and the lock-up clutch is larger than the predetermined frictional engagement element, and when the driving condition determination means determines that the vehicle is suddenly decelerated during lock-up during deceleration, If the lock-up clutch release control is started at the determined time, the lock-up clutch is actually released. Point, starts the release control of the predetermined friction engagement element by the frictional engagement element releasing control means is one that includes a release control start means for starting the disengagement control of the lock-up clutch.

According to a second aspect of the present invention, in the configuration of the first aspect, when the sudden deceleration of the vehicle is determined by the driving condition determining means at the time of lock-up at the time of deceleration, the engine speed is not lower than an assumed value. Determining means for determining whether or not the release control start means is configured by the friction engagement element release control means when the determination means determines that the engine speed is lower than an assumed value. The release control of the predetermined frictional engagement element is started and the release control of the lockup clutch is started .

According to a third aspect of the present invention, in the configuration of the first or second aspect, when the vehicle condition is suddenly decelerated by the driving condition determining means at the time of lock-up at the time of deceleration, the release control start means starts the release control. Before, a semi-release means for sliding the predetermined frictional engagement element in a semi-release state is provided .

According to a fourth aspect of the present invention, in the configuration according to any one of the first to third aspects, when the lockup clutch is actually released by the start of the release control by the release control start means, the release is started by the start of the release control. The predetermined frictional engagement element is configured to be fastened .

  According to a fifth aspect of the present invention, in the configuration according to any one of the first to fourth aspects, the vehicle includes a fuel cut means for cutting off fuel supply to the engine, and a fuel cut return means for resupplying engine fuel during the fuel cut. At the time of lock-up, the fuel cut is performed, and the fuel cut return is performed together with the release control of the predetermined frictional engagement element.

  According to a sixth aspect of the present invention, in any one of the first to fifth aspects, a hydraulic pump driven by the engine is provided, and the lockup clutch is configured to be engaged when the pressure is reduced and released when the pressure is increased. It is.

According to the present invention, the responsiveness of the engagement / release switching of the transmission friction engagement element is focused on the point or the lock-up clutch ON / OFF, when rapid deceleration in the lock-up (e.g., sudden engine speed When performing lock-up off control ( such as when driving down , sudden braking , braking on low road surface μ, etc. ), lock-up off is performed to release the frictional engagement element (cut off power transmission) during engagement. Ensto can be avoided without waiting.

That is, the lock-up state can be maintained as long as possible to increase the fuel cut time, thereby contributing to improvement in fuel consumption. In claim 2, when it is determined that the engine stalls as it is, engine stall is prevented. According to the third aspect of the present invention, the predetermined frictional engagement element can be slid in a half-clutch state as a preliminary step for complete release. According to a fourth aspect of the present invention, the predetermined frictional engagement element is engaged when the lock-up clutch that is released later than the predetermined frictional engagement element is actually released.

Note that if a braking operation is performed during deceleration on the low road surface μ, the wheels may be locked and the engine speed may be reduced, leading to an engine stall. According to the present invention , it is possible to avoid the engine stall caused by the brake operation when the road surface μ is low.

  According to the fifth aspect of the present invention, since the fuel cut recovery is performed together with the release control of the frictional engagement element, the fuel cut state can be maintained for a long time while avoiding the engine stall, thereby further improving the fuel consumption.

  By the way, since the discharge amount of the hydraulic pump also decreases during deceleration, in the case of a lockup clutch that is released (turned off) by pressurization, the off operation tends to be further delayed. For this reason, when the fastening control of the present invention is not performed, it is necessary to further speed up the lock-up off at the time of sudden deceleration.

  On the other hand, according to the invention of claim 6, the effect of improving the fuel consumption becomes remarkable by applying to the transmission using the pressure-off type lockup clutch.

  First, the overall configuration of an automatic transmission to which the present invention is applied will be briefly described with reference to FIG. 1 (skeleton diagram).

  The automatic transmission includes, as main components, a torque converter 2 as a fluid transmission device attached to the engine output shaft 1, and a transmission mechanism 4 to which output rotation of the torque converter 2 is input via an input shaft 3. The output rotation of the speed change mechanism 4 is transmitted from the output gear 5 arranged around the input shaft 3 to the axle via a counter driver mechanism and a differential device (not shown). Reference numeral 6 denotes a transmission case in which the transmission mechanism 4 is accommodated.

  The fluid transmission device is not limited to the torque converter 2 and may be a fluid coupling. The automatic transmission to which the present invention is applied is not limited to the stepped transmission illustrated below, but CVT (Continuosly Variable Transmission) that changes the gear ratio steplessly or dual clutch DSG (Direct- Shift Gearbox).

  The torque converter 2 includes a case 2a connected to the engine output shaft 1, a pump 2b provided in the case 2a, a turbine 2c driven by the pump 2b, and torque between the pump 2b and the turbine 2c. A stator 2d that performs an increasing action, a torque converter one-way clutch 2e provided between the stator 2d and the transmission case 6, and a lock-up clutch 2f that directly connects the engine output shaft 1 and the turbine 2c via the case 2a. The rotation of the turbine 2 c is transmitted to the transmission mechanism 4 via the input shaft 3.

  The lock-up clutch 2f is a hydraulic clutch that is operated by hydraulic pressure from an engine-driven hydraulic pump (not shown), and is configured as a pressure-off type clutch that is in a lock-up state when depressurized and in a lock-up off state when pressurized. Has been.

  The transmission mechanism 4 includes first, second, and third planetary gear mechanisms 7, 8, and 9 that are arranged around the input shaft 3 in order from the side near the torque converter 2, and a first frictional engagement element for transmission. The second clutches 10 and 11 and the first to third brakes 12, 13 and 14, and a plate-like coupling (one-way clutch) 15.

  Each planetary gear mechanism 7 to 9 includes a sun gear 16, a planetary gear 17 that meshes with the sun gear 16, a carrier 18 that supports the planetary gear 17, and a ring gear 19 that meshes with the planetary gear 17. The relationship between these, the clutches 10 and 11, and the brakes 12 to 14 is set as follows.

  (I) The input shaft 3 is connected to the sun gear 16 of the third planetary gear mechanism 9.

  (Ii) The sun gears 16 and 16 of the first and second planetary gear mechanisms 7 and 8 are connected to each other.

  (Iii) The ring gear 19 of the first planetary gear mechanism 7 and the carrier 18 of the second planetary gear mechanism 8 are connected.

  (Iv) The ring gear 19 of the second planetary gear mechanism 8 and the carrier 18 of the third planetary gear mechanism 9 are connected.

  (V) The output gear 5 is connected to the carrier 18 of the first planetary gear mechanism 7.

  (Vi) The sun gears 16 and 16 of the first and second planetary gear mechanisms 7 are connected to the input shaft 3 via the first clutch 10 so as to be intermittent (disconnectable / connectable).

  (Vii) The carrier 18 of the second planetary gear mechanism 8 is connected to the input shaft 3 via the second clutch 11 so as to be intermittent.

  (Viii) The ring gear 19 of the first planetary gear mechanism 7 and the carrier 18 of the second planetary gear mechanism 8 are connected to the transmission case 6 via the first brake 12 and the plate-like coupling 15 in an intermittent manner. .

  (Ix) The ring gear 19 of the second planetary gear mechanism 8 and the carrier 18 of the third planetary gear mechanism 9 are connected to the transmission case 6 via the second brake 13 in an intermittent manner.

  (X) The ring gear 19 of the third planetary gear mechanism 9 is connected to the transmission case 6 via the third brake 14 so as to be intermittent.

  Based on the above configuration, by selecting the combination of operation / non-operation of the frictional engagement elements (the clutches 10 and 11 and the brakes 12 to 14), the shift speeds obtained by the planetary gear mechanisms 7 to 9 are changed between the sixth forward speed and the reverse speed. It can be switched automatically between. The specific relationship between the above combination and the shift speed will be briefly described with reference to FIG.

First forward speed The first clutch 10 and the first brake 12 operate. The rotation of the input shaft 3 is decelerated at a large reduction ratio by the first planetary gear mechanism 7 and is output from the carrier 18 of the first planetary gear mechanism 7 to the output gear 5.

Second forward speed The first clutch 10 and the second brake 13 operate. The rotation of the input shaft 3 is input to the sun gear 16 of the first planetary gear mechanism 7 and simultaneously to the ring gear 19 of the first planetary gear mechanism 7 via the second planetary gear mechanism 8. For this reason, the input rotation is decelerated at a reduction ratio smaller than that in the case of the first speed and is output from the carrier 18 of the first planetary gear mechanism 7 to the output gear 5.

Third forward speed The first clutch 10 and the third brake 14 operate. The rotation of the input shaft 3 is input to the sun gear 16 of the first planetary gear mechanism 7 and simultaneously input to the ring gear 19 of the first planetary gear mechanism 7 via the third and second planetary gear mechanisms 9 and 8. Is done. For this reason, the input rotation is decelerated at a reduction ratio smaller than the second speed and is output from the carrier 18 of the first planetary gear mechanism 7 to the output gear 5.

Forward fourth speed Both the first and second clutches 10 and 11 are operated. The rotation of the input shaft 3 is input to the sun gear 16 of the first planetary gear mechanism 7 and also input to the ring gear 19 of the first planetary gear mechanism 7 as it is via the second planetary gear mechanism 8. As a result, the entire first planetary gear mechanism 7 rotates integrally with the input shaft 3, and rotation with a reduction ratio of 1 is output from the carrier 18 to the output gear 5.

Forward fifth speed The second clutch 11 and the third brake 14 operate. The rotation of the input shaft 3 is directly input to the ring gear 19 of the first planetary gear mechanism 7 via the second planetary gear mechanism 8 and at the same time via the third and second planetary gear mechanisms 9 and 8. It is also input to the sun gear 16 of the gear mechanism 7. As a result, the input rotation is accelerated and output from the carrier 18 of the first planetary gear mechanism 7 to the output gear 5.

Forward 6-speed The second clutch 11 and the second brake 13 operate. The rotation of the input shaft 3 is directly input to the ring gear 19 of the first planetary gear mechanism 7 via the second planetary gear mechanism 8 and simultaneously the sun gear 16 of the first planetary gear mechanism 7 via the second planetary gear mechanism 8. Is also entered. As a result, the input rotation is increased at a speed increasing ratio larger than the fifth speed, and is output from the carrier 18 of the first planetary gear mechanism 7 to the output gear 5.

Reverse speed Both the first and third brakes 12 and 14 are operated. The rotation of the input shaft 3 is input to the sun gear 16 of the first planetary gear mechanism 7 via the third and second planetary gear mechanisms 9 and 8. At this time, when the rotation direction is reversed in the second planetary gear mechanism 8, rotation in the direction opposite to the rotation direction of the input shaft 3 is output from the carrier 18 of the first planetary gear mechanism 7 to the output gear 5.

  FIG. 3 shows a block configuration of the control means 20.

  This control means 20 is provided with an operating condition determining means 21 for determining whether or not a predetermined operating condition indicating a sudden deceleration of the vehicle being locked up is established.

  Further, as a detection unit that detects data relating to the driving condition and sends it to the driving condition determination means 21, an accelerator opening degree detection unit 22 that detects an accelerator opening degree (during deceleration due to the accelerator fully closed), and a vehicle speed deceleration (engine A vehicle speed deceleration detecting unit 23 for detecting a sudden deceleration of rotation), a brake pressure detecting unit 24 for detecting a brake pressure (sudden braking operation), and a sliding friction coefficient μ of the road surface is equal to or less than a set value (low road surface μ). And a low road surface μ detection unit 25 for detecting this.

  As the low road surface μ detection unit 25, for example, a system that detects a negative acceleration (deceleration) in a wheel lock state with an accelerometer and determines the road surface μ can be used.

  On the other hand, as a control means for controlling the relevant part based on the determination result of the operating condition determination means 21, a fuel cut control section for controlling fuel supply cut / return (fuel resupply) to the engine (fuel of claim 5) Corresponding to the cutting means and the fuel cut return means) 26, and a lockup clutch control unit (corresponding to the lockup control means of claim 1) 27 for controlling on / off (lockup / lockup off) of the lockup clutch 2f. And a shift clutch control unit for controlling the engagement / release of the frictional engagement elements (clutches 10 and 11 and brakes 12 to 14; hereinafter referred to as “transmission clutch” for convenience of explanation). 28).

  The operation of the control means 20 will be described with reference to FIGS.

  FIG. 4 shows the flow until the control by the control means 20 is started, and FIG. 5 shows the contents of the control.

  In FIG. 4, it is determined whether or not the accelerator is off (decelerated) in step S1, whether or not the lockup clutch 2f is on (locked up) in step S2, and whether or not the fuel is being cut in step S3. If is NO, the process returns to step S1, and if all are YES, that is, the process proceeds to step S4 and subsequent steps only when the vehicle is decelerating and is in the lockup state and the fuel cut state.

  In step S4, whether or not the brake pressure is above a certain value (rapid braking operation), in step S5 whether or not the vehicle speed deceleration is above a certain value (whether the engine speed has suddenly decelerated), and in step S6, in the low road surface μ state. It is determined whether or not the brake is being operated, and if all are NO, the process returns to step S1, and if any one becomes YES, the control of FIG. 5 is executed in step S7.

  In FIG. 5, after a fuel cut continuation signal is output in step S71, it is determined in step S72 whether or not the engine speed is equal to or less than a threshold value, that is, whether or not there is a possibility of engine stall. The threshold value is set to a value lower than the normal fuel cut-off speed.

In the case of YES here, since it is in the engine stall area, the process proceeds to steps S73 to S78 for engine stall avoidance.

  First, in step S73, a semi-released state as a preliminary stage in which at least one of the shifting clutches currently engaged (normally operating in pairs for each gear stage as shown in FIG. 2) is connected to the complete release. Slide as (half-clutch state).

  In a succeeding step S74, it is determined whether or not the engine speed has decreased below an assumed value. If NO, that is, if it is determined that the engine is stalled as it is, the shift clutch is completely released in step S75 to prevent the engine stall.

  By disengaging this shift clutch, power transmission is interrupted without waiting for lock-up off, so that engine stall is prevented.

  Then, after this step S75, or when it is determined YES in step S74 (it is in the engine stall area but not urgent), the lockup clutch 2f is turned off (lockup off) in step S76. More precisely, a lock-up off signal is output to start a lock-up off operation.

  Thereafter, a fuel cut return control for resuming the fuel supply in step S77 and a control for engaging the speed change clutch in preparation for re-acceleration or the next start are performed in step S78, and then this control is canceled in step S79.

  Thus, paying attention to the fact that the responsiveness of the switching / engaging of the shift clutch is better than the on / off state of the lockup clutch 2f, the sudden deceleration during the lockup, that is, the sudden deceleration of the engine rotation, When the brake operation is performed on the low road surface μ during the brake operation, when performing the lock-up off control based on the determination of the driving condition determination means 21, it is necessary to wait for the lock-up off in order to perform the release control of the shift clutch that is engaged. The engine stall can be avoided.

  This point will be further described with reference to the time chart of FIG. In the figure, the control content above the one-dot chain line and the control content of the present invention are below.

Conventionally, when a sudden deceleration occurs at time A during deceleration by fully closing the accelerator opening, a lock-up off signal is output at time A in consideration of low response of the lock-up clutch. Will be locked up.

  On the other hand, according to the present invention, the shift clutch release signal and the lock-up off signal are issued at time B, which is later than time A at which sudden deceleration has occurred.

  In this way, the transmission clutch is released at the same time as the signal is input (at the time B), so that the engine stall can be avoided. On the other hand, the lock-up clutch 2f is turned off at a time point C later than this.

  That is, it is possible to delay the lock-up off from the conventional time point B to the time point C, in other words, to maintain the lock-up state as long as possible, thereby contributing to improvement in fuel consumption.

  In particular, in the case of the pressure-off type lock-up clutch 2f used in this embodiment, the off operation tends to be further delayed by reducing the pump discharge amount due to deceleration. Become prominent.

  In the embodiment, since the fuel cut return control (step S77) is performed together with the shift clutch release control (step S75 in FIG. 5), the fuel cut state can be maintained for a long time while avoiding the engine stall. Can be improved.

  On the other hand, FIG. 7 shows the engine speed and the trend of the transmission clutch when the brake operation is performed in the low road surface μ state during deceleration. When the brake operation is performed in the low road surface μ state, the deceleration of the engine rotation is larger than when the brake operation is performed in the high road surface μ state. Ensto.

  On the other hand, according to the embodiment, the brake operation in the low road surface μ state is regarded as a rapid deceleration and the shift clutch is released, so that the engine stall can be avoided reliably.

Other Embodiments (1) As the driving conditions indicating the sudden deceleration of the vehicle, in the above embodiment, three examples of a sudden decrease in the engine speed, a sudden braking operation, and a braking operation at a low road surface μ are illustrated. Conditions may be used.

  (2) In the above embodiment, the procedure of half releasing in step S73 prior to the complete release of the transmission clutch in step S75 of FIG. 5 is taken, but this half releasing operation may be omitted.

  (3) In the above embodiment, the case where the pressure-off type lock-up clutch is used is exemplified. However, the present invention automatically uses the pressure-on type lock-up clutch in which the lock-up clutch is turned on by pressurization. It can also be applied to a transmission.

1 is a skeleton diagram showing an overall configuration of an automatic transmission according to an embodiment of the present invention. It is a table | surface which shows the relationship between the combination of the friction engagement element in the same transmission, and a gear stage. It is a block diagram which shows the structure of the control means concerning embodiment. It is a flowchart which shows the flow until control by a control means is started. It is a flowchart which shows the control content of a control means. It is a time chart which shows the trend of each part at the time of the rapid deceleration during lockup in the past and this invention (embodiment). It is a time chart which shows the trend of the engine speed and the speed-change clutch as a friction engagement element when a brake operation is performed in the low road surface μ state in the embodiment.

Explanation of symbols

2 Torque converter as fluid transmission device 2f Lock-up clutch 10,11 Clutch as shift friction engagement element 12-14 Brake 20 Control means (release control start means, judgment means)
21 driving condition judging means 22 accelerator opening detecting unit for detecting that the accelerator is fully decelerated by opening 23 accelerator speed detecting unit for detecting sudden deceleration of engine rotation 24 brake operation and sudden brake operation Brake pressure detection unit 25 for detecting a low road surface μ detection unit 26 for detecting that the sliding friction coefficient of the road surface is equal to or less than a set value 26 Fuel cut control unit (fuel cut means and fuel cut return means)
27 Lock-up clutch control unit (lock-up control means)
28 Transmission clutch control unit (friction engagement element release control means and half release means )

Claims (6)

A control device for an automatic transmission comprising a fluid transmission device with a lockup clutch and a lockup control means for locking up the lockup clutch during deceleration,
Driving condition determining means for determining sudden deceleration of the vehicle during lockup by the lockup control means ;
Friction engagement element release control means for releasing a predetermined friction engagement element that forms a shift stage when a sudden deceleration of the vehicle is determined by the operating condition determination means ,
The lock-up clutch is larger than the predetermined frictional engagement element;
If the driving condition determination means determines that the vehicle is suddenly decelerated at the time of lockup during deceleration, if the lockup clutch release control is started at the determined time, the lockup clutch is actually A release control starting means for starting the release control of the predetermined frictional engagement element by the frictional engagement element release control means and starting the release control of the lockup clutch. A control device for an automatic transmission. A determination means for determining whether or not the engine speed is lower than an assumed value when the driving condition determination means determines a sudden deceleration of the vehicle at the time of lockup during deceleration;
The release control start means starts release control of the predetermined friction engagement element by the friction engagement element release control means when the determination means determines that the engine speed is lower than an assumed value. 2. The automatic transmission control apparatus according to claim 1 , wherein release control of the lockup clutch is started . When a sudden deceleration of the vehicle is determined by the operating condition determining means at the time of lockup during deceleration, the predetermined frictional engagement element is slid in a semi-released state before the release control is started by the release control starting means. 3. The control device for an automatic transmission according to claim 1, further comprising a half release means . The predetermined frictional engagement element released by the start of the release control is fastened when the lockup clutch is actually released by the start of the release control by the release control start means. The control device for an automatic transmission according to any one of claims 1 to 3.   A fuel cut means for cutting off the fuel supply of the engine; and a fuel cut return means for resupplying the fuel of the engine during the fuel cut. The fuel cut is performed at the time of lockup during deceleration, and the predetermined friction is obtained. The control apparatus for an automatic transmission according to any one of claims 1 to 4, wherein the fuel cut recovery is performed together with a release element release control. 6. The automatic transmission according to claim 1, further comprising a hydraulic pump driven by an engine, wherein the lock-up clutch is configured to be engaged when the pressure is reduced and released when the pressure is increased. Machine control device.

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