JPH05322016A - In-vehicle device feedback controller - Google Patents

Abstract

(57) [Summary] [Purpose] To prevent fluctuations (hunting) in actual values due to feedback control. [Structure] For example, the actual gear ratio advancement Gs of the auxiliary transmission 4 is
The feedback control is performed so as to follow the target gear ratio advancement Gst set for the gear ratio advancement Gm of the main transmission 3. When the actual gear ratio advance Gs largely deviates from the target gear ratio advance Gst, the feedback correction amount is corrected or newly set so as to suppress a large change in the gear ratio advance Gs as an actual value. The feedback control is switched to the corrected target line. A target line based on an appropriately selected target line among a plurality of corrected target lines created and stored in advance together with the basic target line.
The feedback control is performed.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a feedback control device for vehicle equipment.

[0002]

2. Description of the Related Art In recent vehicles, the number of in-vehicle devices that perform feedback control has increased. As such an on-vehicle device, for example, a traction control device that feed-back controls the torque applied to the drive wheels so that the slip value of the drive wheels with respect to the road surface becomes a predetermined target slip value during acceleration or the like, and is supplied to an engine. There are many electronically controlled fuel supply devices and the like that feedback-controls the supplied fuel amount so that the air-fuel ratio of the air-fuel mixture becomes a predetermined target air-fuel ratio.

Then, this target value is also changed based on a predetermined condition. For example, in the traction control device, the target slip value is changed according to the road surface μ (friction coefficient), and in the electronic fuel control device, the target air-fuel ratio is changed according to the engine load and the engine speed, for example.

As described above, when the target value is changed, the target value is gradually changed with the lapse of time from the viewpoint of prevention of shock caused by the sudden target value, and finally the desired final target value is obtained. The target line is set so that the feedback control is performed so as to follow the target value determined based on the target line.

By the way, in recent years, the number of stages of automatic transmissions has been increasing, and therefore, as shown in Japanese Patent Laid-Open No. 61-99745, the automatic transmission is composed of a main transmission and an auxiliary transmission. Thus, the main transmission and the auxiliary transmission are simultaneously or alternately switched, that is, the transmission is changed.
Both the main transmission and the sub-transmission may be composed of a multi-stage speed change gear mechanism and a hydraulic friction element.

When the automatic transmission is composed of the main transmission and the sub transmission, the main transmission and the sub transmission are used for obtaining a specific shift as a whole of the automatic transmission, for example, when shifting from the second speed to the third speed. It may be necessary to shift both and. In such a simultaneous shift, a shift shock is more likely to be a problem than a shift only by the main transmission or a shift by only the auxiliary transmission.

Therefore, in the above publication, when the main transmission and the sub transmission are simultaneously switched to perform a predetermined gear shift, the sub transmission is stopped before the end of the main transmission. That is, it is also disclosed that the shift shock of the sub-transmission is prevented at least from the end of the shift of the main transmission.

[0008]

As described above, the target value is gradually changed with the passage of time to set a target line that finally becomes a desired final target value, and based on this target line, When the feedback control is performed so as to obtain the target value obtained as a result, the actual value may deviate significantly from the target value, and control may be performed to rapidly restore the actual value to the target value by the feedback control. It can easily occur. In this case, despite setting the target line to prevent a sudden change in the actual value,
It is not preferable that the actual value suddenly fluctuates due to the feedback control itself.

Therefore, it is an object of the present invention to assume that the target value for feedback control is gradually changed with the passage of time, and the actual value is sharply changed due to the feedback control itself. Another object of the present invention is to provide a feedback control device for an in-vehicle device which can be prevented from being changed to the above.

[0010]

In order to achieve the above object, the present invention has the following as a first structure thereof. That is, adjusting means for adjusting the control state of the controlled object, actual value detecting means for detecting the actual value indicating the controlled state of the controlled object, and gradually changing the target value with the passage of time to finally The first target value determining means for determining the basic target value based on the basic target line set to be the final target value, and the actual value detected by the actual value detecting means are determined by the first target value determining means. Feedback control means for feedback controlling the adjusting means so as to follow the determined basic target value, a basic target value determined by the first target value determining means, and the actual value detecting means are detected. When the deviation from the actual value is greater than or equal to a predetermined value, the feedback is controlled based on the final target value, the current actual value, and the previous actual value so as to suppress the degree of change in the control state of the control target. By control means It - is a correction means for correcting to feedback control amount, a configuration with a.

In order to achieve the above object, the present invention has the following second construction. That is, adjusting means for adjusting the control state of the controlled object, actual value detecting means for detecting the actual value indicating the controlled state of the controlled object, and gradually changing the target value with the passage of time to finally A target that stores a basic target line that is set to a final target value, and a plurality of modified target lines that are set along the basic target line and that are finally set to the final target value. Line storage means, first target value determination means for determining a basic target value based on the basic target line, the basic target value determined by the first target value determination means, and the actual value detection means are detected. When the corrected target line does not exist between the actual target value and the actual target value, the basic target value is determined as the second target value, and the basic target value determined by the first target value determining means and the actual value detecting means are determined. Inspection Second target value determining means for determining the target value based on the corrected target line closest to the actual value as the second target value when the corrected target line exists between the actual value and the actual value detected. The actual value detected by the means is the second
And a feedback control for feedback controlling the adjusting means so as to follow the second target value determined by the target value determining means.

In order to achieve the above object, the present invention has the following third construction. That is, adjusting means for adjusting the control state of the controlled object, actual value detecting means for detecting the actual value indicating the controlled state of the controlled object, and gradually changing the target value with the passage of time to finally The first target value determining means for determining the basic target value based on the basic target line set to be the final target value, and the actual value detected by the actual value detecting means are determined by the first target value determining means. The feedback control means for feedback controlling the adjusting means so as to follow the determined basic target value, the actual value detected by the actual value detecting means, and the first value.
When the deviation from the basic target value determined by the target value determining means is larger than a predetermined value, set a modified target line that can finally take the final target value along the basic target line, Second target value determining means for determining a second target value based on the corrected target line, and when the second target value is determined by the second target value determining means, the feedback control means uses it. As the target value, a target value switching means for setting the second target value in place of the basic target value is provided.

In the case of the second configuration or the third configuration, the corrected target line can be set so as to approach the basic target line as it approaches the final target value.

In any of the first to third configurations, the predetermined value can be changed so that it becomes smaller as it approaches the final target value.

An on-vehicle device to which the present invention is applied is, for example, an automatic transmission which is composed of a main transmission and an auxiliary transmission, and is capable of performing simultaneous switching between the main transmission and the auxiliary transmission at least during a specific shift. It can be a transmission. In this case, the control target is the auxiliary transmission at the time of the specific shift, the basic target line is set as the target gear ratio advance of the auxiliary transmission with respect to the gear ratio advance of the main transmission, and
The feedback control means may perform feedback control of the sub-transmission so that the actual gear ratio progress of the sub-transmission follows the target gear ratio progress. Further, the sub-transmission can change the operating state of the hydraulic friction element to change the speed, and the adjusting means, which is feedback-controlled, can adjust the engagement hydraulic pressure for the friction element.

[0016]

According to the present invention, it is possible to prevent the sudden change of the actual value due to the feedback control itself and to make the most of the advantage of gradually changing the target value with the passage of time. You can

By adopting the structure as described in claim 1, it is possible to prevent an abrupt change of the actual value due to the feedback control by a very simple method of correcting the feedback correction amount. ..

According to the second aspect of the present invention, a plurality of correction target lines are set in advance in consideration of various cases, so that abrupt changes in actual values can be prevented more optimally, while the basic values are basically prevented. Even if the target line is a non-linear system, it can be sufficiently dealt with.

By adopting the configuration as described in claim 3, it is not necessary to store a plurality of correction target lines in advance while preventing a rapid change of the actual value by using the correction target line. The burden on the system is light. This is particularly advantageous when the basic target line is set to a line system or a substantially line system.

By adopting the structure as described in claim 4, it is preferable in that the convergence is always good when the final target value is approached.

By adopting the configuration as described in claim 5, in order to improve the convergence when the final target value is approached and to prevent the abrupt change of the actual value near the final target value. Will be preferred.

With the structure as described in claim 6 or 7, it is preferable to more effectively prevent a shift shock when shifting is performed by simultaneously switching the main transmission and the auxiliary transmission. Will be things. Preferred aspects of the invention and advantages thereof will become apparent from the description of the examples below.

[0023]

Embodiments of the present invention will be described below with reference to the drawings. In the embodiments, the present invention is applied to an automatic transmission in which at least a specific shift is performed by simultaneously switching a main transmission and an auxiliary transmission. The case where it is applied is shown. More specifically, at the time of the simultaneous switching, the actual gear ratio advance of the auxiliary transmission is based on the target gear ratio advance line set using the gear ratio advance of the main transmission as a parameter. The case where the feedback control is performed so as to follow
The other on-vehicle devices to which the present invention is applied will be collectively described at the end. Multi-speed transmission gear mechanism As shown in FIG. 1, the output of the engine 1 is transmitted to the drive wheels via an automatic transmission AT including a torque converter 2, a main transmission 3, and an auxiliary transmission 4. As shown in FIG. 2, the torque converter 2 is arranged between the pump 20 coupled to the engine output shaft 1 a, the turbine 21 arranged opposite to the pump 20, and the pump 20 and the turbine 21. And a stator 22. This stator 22
Is configured to rotate on a fixed shaft 24 integrated with the case 5 of the automatic transmission AT via a one-way clutch 23. The one-way clutch 23 includes a stator 22.
Is allowed to rotate in the same direction as the pump 20, and rotation in the opposite direction is prohibited.

The turbine 21 includes a torque converter 2
The output shaft 2a of the pump 20 is connected to the output shaft 2a of the pump 20.
A lockup clutch 25 is provided between and. The lockup clutch 25 is used for the torque converter 2
The hydraulic pressure of the hydraulic oil circulating inside constantly urges the clutch in the clutch engagement direction (lock-up direction), and at the same time it is held in the open state by the opening hydraulic pressure supplied from the outside. By draining this opening hydraulic pressure, the engine output The shaft 1a and the converter output shaft 2a are configured so as to be locked up in a direct connection.

Explaining the main transmission 3, the main transmission 3 includes a front stage planetary gear mechanism 3A and a rear stage planetary gear mechanism 3.
The pre-stage planetary gear mechanism 3A includes three gear elements of a sun gear 30, a pinion gear 31, and a ring gear 32, and a planetary carrier 34. Rear planetary gear mechanism 3B, sun gear 35 and pinion gear 3
6 and ring gear 37, and three planetary carriers 38. The carrier 34 and the sun gear 35 are connected to each other, and the sun gear 30 and the carrier 3 are connected.
8 and the carrier 38 is connected to the output shaft 3 a of the main transmission 3.

The converter output shaft 2a is connected to the ring gear 32 via the first clutch K1 and is also connected to the ring gear 37 via the second clutch K2. The main transmission 3 includes three brakes fixed to the case 5, that is, a first brake B1, a second brake B2, and a third brake B3. The brakes B1, B2, B3 and the clutch K1, which are friction engagement elements,
Forward 3 depending on the combination of the fastened / released state of K2
In addition to these, one-way clutches OWC1 and OWC2 are also provided.

The sub-transmission 4 will be described. The sub-transmission 5 is composed of a planetary gear mechanism including a sun gear 40, a pinion gear 41, a ring gear 42 and three planetary carriers 43. Ring gear 4
2 is coupled to the input shaft 4a of the auxiliary transmission 4, and the input shaft 4a
The a is coupled to the output shaft 3a of the main transmission 3 via a gear 44, and the carrier 43 is coupled to the output shaft 4b of the auxiliary transmission 4. The sub transmission 4 includes a brake BO fixed to the case 5, and the sun gear 40 and the ring gear 42 are coupled to each other via the brake BO and the clutch KO. It is configured such that a high speed stage (H) and a low speed stage (L) can be achieved by a combination of the engagement and disengagement states of the brake BO, which is a friction engagement element, and the clutch K0. In addition to these, a one-way clutch OWCO is also provided. ing.

The automatic transmission AT includes brakes B1 and B.
2, B3, B0 and the clutches K1, K2, KO in the engaged / released combinations, as shown in FIG.
It is possible to achieve a shift mode of 5 forward gears in addition to 1 reverse gear, and in the figure, a circle indicates a fastening operation. In addition, the above-mentioned five forward gear shift modes and the gear shift stages of the main transmission 3 and the auxiliary transmission 4,
The relationship with the gear ratio is as shown in FIG. 4, for example.

Hydraulic Circuit Next, the structure of the hydraulic circuit of the automatic transmission AT will be described. As shown in FIGS. 5 and 6, the line pressure PL generated by an oil pump (not shown) is supplied from the line pressure oil passage 57 to the manual valve 50, which is connected to the shift lever. By operating the shift lever, it is possible to switch among the neutral position (N), the parking position (P), the reverse position (R), and the drive position (D). The drain pressure and R range corresponding to these positions can be selected. The pressure, the D range pressure, (however, the range pressure itself is equal to the line pressure PL) are supplied to the corresponding ports.

Explaining the hydraulic systems of the brakes Bl, B2, B3 and the clutches K1, K2 which are the friction engagement elements of the main transmission 3, the three shift valves 51, 52, 53 are shown in FIG. And two pressure control valves 54, 55 are provided, and each shift valve 51, 52,
At 53, four lands are formed on the spool, and the spool is biased to the left by a spring 58.
The oil chamber 56 at the left end is an ON / OFF type solenoid valve SOL
Line pressure PL is supplied via A, SOL B, SOL C,
When these solenoid valves are ON, the oil pressure in the oil chamber 56 is drained, and the shift valves 51, 52, 53 are located at the positions shown in the upper half of each. Further, when these solenoid valves are OFF, the line pressure PL is supplied to the oil chamber 56 and the positions are shown in the lower halves of the respective lines.

The brake B1 is provided with a D range pressure oil passage 6
From 0, shift valve 52, oil passage 61, shift valve 5
3. The D range pressure can be supplied via the oil passage 62. From the D range pressure oil passage 60 to the brake B2, the shift valve 52, the oil passage 64, the shift valve 51, the oil passage 65,
The D range pressure can be supplied via the shift valve 53 and the oil passage 66. Further, the R range pressure can be supplied to the brake B2 from the R range pressure oil passage 68 via the shift valve 51, the oil passage 69, the shift valve 53, and the oil passage 66.
From the D range pressure oil passage 60 to the brake B3, the shift valve 51, the oil passage 70, the pressure control valve 55, the oil passage 7 are provided.
It is possible to supply the D range pressure via 1. From the line pressure oil passage 57 to the shift valve 52,
The line pressure PL can be supplied through the oil passage 72, the shift valve 53, the oil passage 73, the pressure control valve 54, and the oil passage 74. From the D range pressure oil passage 60 to the clutch K2,
The D range pressure can be supplied via the oil passage 75. However,
In the figure, reference numerals 77 and 78 are orifices, and x is a drain boat.

Further, accumulators 63, 67 and 76 for receiving the modulator pressure PM corresponding to the engine torque are connected to the oil passages 62, 66 and 75, respectively.
In each of the pressure control valves 54 and 55, the spool has two lands, and the spool has a spring 80.
The oil chamber 82 at the left end is connected to the output port 84 via an oil passage 85 having an orifice 83, and a Red pressure (constant pressure) is linearly applied to the oil chamber 81 containing the spring 80. The control pressure PC regulated by the solenoid valve 86 is supplied through the oil passage 87. This control pressure PC causes the hydraulic pressure at the output port 84 (brake B3 and clutch K
The hydraulic pressure supplied to 1) is controlled. However, the pressure control valves 54 and 55 supply the pressure-controlled hydraulic pressure to the output port 84 when the hydraulic pressure is supplied to the respective input ports, and the output port 84 when the hydraulic pressure of the respective input ports is drained. The hydraulic pressure is also configured to drain.

The hydraulic system of the brake BO and the clutch KO, which are the friction engagement elements of the auxiliary transmission 4, will be described.
As shown in FIG. 6, the shift valves 51, 52, 5
Two shift valves 90 and 91 having substantially the same structure as those of No. 3 are provided. In each of the shift valves 90 and 91, the spool is biased to the left by a spring 92, the spring accommodating chamber is drained, and the oil at the left end is drained. ON in room 93
The line pressure PL can be supplied through the OFF type solenoid valves SOL D and SOL E.

A line pressure oil passage 57 is connected to the brake BO.
From the shift valve 90, oil passage 94, shift valve 9
1. The line pressure PL can be supplied via the oil passage 95.
The line pressure PL can be supplied to the clutch KO from the line pressure oil passage 57 via the shift valve 90, the oil passage 97, the shift valve 91, the oil passage 98, and the oil passage 99. However, by setting the solenoid valve SOL D to 0N, the clutch K
From line pressure oil passage 57 to shift valve 90, oil passage 97, shift valve 91, linear solenoid valve 100.
The hydraulic pressure regulated by the linear solenoid valve 100 can be supplied through the oil passage 101 and the oil passage 99 in which the solenoid valve is interposed, and by turning on both the solenoid valves SOL D and E,
It is possible to drain the hydraulic pressure of the clutch KO via the oil passage 101. Incidentally, reference numerals 102, 103 and 10 in the figure
Reference numeral 4 is an orifice, X is a drain port, and an accumulator 96 for receiving the modulator pressure PM is connected to the oil passage 95.

Ranges and shift speeds related to the automatic transmission AT, positions of shift valves 51, 52, 53, 90 and 91, that is, ON / OFF of solenoid valves SOL A to SOL E.
Of the solenoid pattern and the friction fastening requirements (K1, K2,
The relationship with the fastening pattern (B1, B2, B3, KO, BO) is as shown in FIG. The gear stage related to the main transmission 3 and ON / OF of the solenoid valves SOL A to SOL C
F solenoid pattern and friction fastening elements (K1, K
2, B1, B2, B3) is shown in FIG. 8, and the relationship between the second speed (A), the second speed (B), and the third speed (A) is shown in FIG. The reason why the clutch K1 is engaged when the shift stage is a complementary rib and when the neutral range (N) and the parking range (P) are set is to enhance the responsiveness of switching to the traveling range or the reverse range.

Control System Next, a control system for controlling the automatic transmission AT will be described. As shown in FIG. 9, to the control unit 120 that controls the automatic transmission AT, the detection signal of the first sensor 110 that detects the rotation speed of the turbine output shaft 2a and the output of the main transmission 3 are input signals. A detection signal of the second sensor 11l that detects the rotation speed of the shaft 3a and a third sensor 1 that detects the rotation speed of the output shaft 4b of the auxiliary transmission 4.
12 detection signals, shift signals corresponding to respective ranges detected by a plurality of switches provided on the shift lever 113, and a throttle opening sensor 114 for detecting the opening of the throttle valve of the engine 1. The signal TVO, the vehicle speed signal SD from the vehicle speed sensor 115, and other detection signals from the brake switch or the like are input. The first to third sensors 110 to 112 are, for example, electromagnetic pickup type sensors and are shown in FIG.

The control unit 120 outputs drive signals to the solenoid valves SOL A to SOL E, and the linear solenoid valves 86, 100, 1
A drive pulse signal is output to 16. However, the linear solenoid valve 116 is for adjusting the modulator pressure. This control unit 120
Is an A / D converter for A / D converting an input signal as necessary, a plurality of waveform shaping circuits, an input / output interface,
A microcomputer, a plurality of drive circuits, and the like are provided, and the ROM of the microcomputer has vehicle speed and throttle opening as parameters-a general shift map, shift control based on various input signals and shift maps. The control program (however, including the solenoid pattern corresponding to the range and the shift stage) is input and stored in advance. However, it is assumed that the control program for the shift control includes shift control, which will be described later.

Outline of Shift Control Next, the points of the shift control will be described. In the embodiment,
Shifting between the 2nd speed and the 3rd speed simultaneously switches (shifts) both the main transmission 3 and the sub transmission 4, but from the 2nd speed when shifting up, the shock of shifting becomes more problematic. The shift to the third speed is defined as a specific shift, and the other shifts are performed in a known manner. The outline of shift control for shifting from the second speed to the third speed, which is the specific shift, will be described with reference to FIG.

At the time of shifting from the 2nd speed to the 3rd speed, the shifting of the main transmission 3 is first started. At the time of shifting from the 2nd speed to the 3rd speed, the third brake B3 for the main transmission 3 is made. Is engaged and the clutch KO of the auxiliary transmission 4 is released. In FIG. 10, after the gear shift command is issued, the engagement hydraulic pressure of the third brake B3 rises with a delay of the invalid stroke of (the piston of) the third brake B3 for the main transmission 3. The engagement hydraulic pressure for the third brake B3 is set to, for example, a value corresponding to the throttle opening (see FIG. 15), and feed forward control is performed from the start to the end of the shift.

When the actual gear ratio advancement Gm of the main transmission 3 reaches a predetermined value Gmo (for example, 5%), the subtransmission 4 starts shifting. The gear shift of the sub transmission 4 is performed at the initial predetermined time TS
For o, the engagement hydraulic pressure Pko of the clutch KO is
This is performed by controlling the forward (see FIG. 16). By this initial feedforward control, the engaging hydraulic pressure of the clutch KO is reduced from P3 to P4,
This P4 becomes the initial value of the feedback control (final value of the feedforward control) described later.

When the feedforward control for the auxiliary transmission 4 is completed, the engagement hydraulic pressure Pko of the clutch KO is reached.
However, feedback control is performed until the shift of the auxiliary transmission 4 is completed. This feedback control is performed so that the actual gear ratio advance Gs of the auxiliary transmission 4 becomes the target gear ratio advance Gst as a predetermined target value. This target value Gst
17, the gear ratio advance of the main transmission 3 is 1 as shown in FIG.
It is set so that the gear ratio advancement Gs of the auxiliary transmission 4 becomes 100% (when the auxiliary transmission 4 finishes shifting) when it reaches Gm1 (for example, 90%) before it reaches 00%. ..

The gear ratio advancement will be described below. First, taking the main transmission 3 as an example, the rotation speed of the converter output shaft 2a, which is the input rotation speed of the main transmission 3, is Nmi, and the output shaft 3 is the output rotation speed of the main transmission 3.
When the rotation speed of b is Nmo, the actual gear ratio Gr of the main transmission 3 is as follows. Gr = Nmi / Nmo In addition, the gear ratio (gear ratio progress = 0%) before the start of the shift is Gr.
s, the gear ratio at the end of the shift is Gre (gear ratio progress = 100
%), The current gear ratio advancement Gm is as follows. Gm = (Grs-Gr) / (Grs-Gre) The gear ratio advancement Gs of the auxiliary transmission 4 is also set in the same manner. In FIG. 10, the rotation speed of the input shaft 4a of the auxiliary transmission 4 is Nsi, and the output shaft thereof is Nsi. The rotational speed of 4b is shown as Nso.

Details of Shift Control Next, details of the shift control will be described with reference to the flow charts shown in FIGS. In the following description, Q indicates a step. First, in Q1 of FIG. 11, signals from each sensor, at least the throttle opening T
VO and vehicle speed are read. In Q2, it is determined whether or not the gear shift is to be performed based on the gear shift characteristics set using the throttle opening and the vehicle speed as parameters.

In Q3, it is determined whether or not the result of the determination in Q2 is a shift from the 2nd speed to the 3rd speed. If the determination in this Q2 is NO, there is no speed change or the 2nd speed to the 3rd speed The shift is executed in a known normal mode, which is not the shift of No., and at this time, since it is irrelevant to the shift control in the present invention, the process returns to Q1.

When the determination in Q3 is YES, the timer TO is started in Q4. After that, in Q5, the map shown in FIG. 15 is collated, the basic control value PB3 for the main transmission 3 is read based on the timer value TO, and in Q6, the basic control value PB3 is output. The basic control value PB3 is a voltage signal corresponding to the engagement hydraulic pressure of the third brake B3.

At Q7, the actual gear ratio advance Gm of the main transmission 3 is read (calculated). After this, Q8
At, it is determined whether or not the actual gear ratio advancement Gm is greater than a predetermined value Gmo (see FIG. 10) at which the shift of the auxiliary transmission 4 is started. If the answer is NO in Q8,
Since the time to start shifting of the sub transmission 4 has not arrived, the process returns to Q5, and only the shifting of the main transmission 3 proceeds.

When the determination in Q8 is YES, it is determined in P9 whether the actual gear ratio advancement Gm of the main transmission 3 is less than 100%. Initially, the determination in Q9 becomes NO and the process shifts to Q10. In Q10, the main transmission 3
It is determined whether the actual gear ratio advancement Gm is less than 97%.

Initially, the determination in Q10 is YES, and the process proceeds to Q21 in FIG. In Q21, timer TS is 0
If YES in the determination in Q21, the timer TS is started in Q22, the flag is reset to 0 in Q23, and the process proceeds to Q24. When the determination in Q21 is NO, the process proceeds to Q24 without passing through Q22 and Q23.

In Q24, the count value of the timer TS is
It is determined whether or not it is smaller than TSo, that is, whether or not it is within the period for performing feed-forward control of the auxiliary transmission 4 as shown in FIG. Initially, the determination of Q24 is YES
Then, the process shifts to Q25. In Q25, as shown in FIG. 16, the basic control value Pko for (the clutch KO of) the auxiliary transmission 4 is set based on the count value of the timer TS. Then, in Q36, this basic control value P
ko is output.

When the determination in Q24 is NO, the feedback control of the auxiliary transmission 4 is performed. At this time, first, in Q26, the actual gear ratio advance Gs of the auxiliary transmission 4 is read (calculated). Thereafter, in Q27, it is determined whether or not the flag is 1. Q27
At the first transition to, the flag is reset to 0 in Q23, and the determination in Q27 is NO. This Q27
When the determination is NO in Q28, in Q28, the final value of the feedforward control of the auxiliary transmission 4 is corrected and optimized by the learning control, and then the process proceeds to Q29. Sets the flag to 1.
Since the learning control in Q28 is not directly related to the present invention, its detailed description will be omitted.

At Q29, it is judged if the actual gear ratio advance Gs of the auxiliary transmission 4 is less than 100%. Initially, the determination in Q29 is YES, and the process proceeds to Q30. In Q30, the map in which the basic target gear ratio advance shown in FIG. 17 is set is collated, and the target gear ratio advance Gs of the auxiliary transmission 4 with respect to the actual gear ratio advance Gm of the main transmission 3 is compared.
t is determined.

Next, at Q31, the actual gear ratio advance Gs of the auxiliary transmission 4 is subtracted from the target gear ratio advance Gst to calculate the gear ratio advance deviation ΔGs. After this,
In Q32, the deviation ΔGs calculated in Q31 is shown in FIG.
Check the feedback correction amount ΔP with the map shown in FIG.
FB is determined.

After that, in Q33, the feedback correction amount ΔPFB is corrected in order to prevent a rapid change in the gear ratio advance Gs of the auxiliary transmission 4, as will be described later, and the feedback correction amount is corrected. The final value ΔPko of is determined.

After Q33, in Q34, the main transmission 3
The actual gear ratio advancement Gm is compared with the map shown in FIG. 20, and the basic control value Pko (Gm) for feedback control is obtained.
Is determined. Subsequently, in Q35, the feedback control amount (final value) ΔPko is added to the basic control value Pko (Gm) to calculate the final control value Pko. Then, the control value Pko set in Q35 becomes Q3
It is output at 6.

If the gear ratio advance Gs increases as the shift of the auxiliary transmission 4 progresses, the determination of Q29 becomes NO eventually. At this time, when the shift of the auxiliary transmission 4 is completed,
The timer TS is reset to 0 in Q37, and Q38
After the flag is reset to 0 at, the process returns to Q5. Further, if the shift of the sub transmission 4 does not end even if the gear ratio advance of the main transmission 3 reaches 97%, the determination in Q10 is NO, and in this case, the shift of the sub transmission 4 is changed in Q12. After forcibly ending, shift to Q37.

When the gear shift of the main transmission 3 further progresses and the actual gear ratio advancement Gm exceeds 100%, the determination in Q9 becomes NO, and the learning control in Q11 is performed, and then Q1. Return to. In the learning control in Q11, the target time of the main transmission 3 is learned and corrected, but since it is not directly related to the present invention, its explanation is omitted.

Correction of Feedback Correction Amount (Q33) Next, the feedback correction amount Δ performed in Q33.
The process for correcting PFB to obtain ΔPko will be described with reference to FIGS. 13 and 14, but the process in Q33 may occur due to the feedback control of the auxiliary transmission 4. This is done in order to prevent a sudden change in the gear ratio advancement Gs of the auxiliary transmission 4. FIG. 14 is a partially enlarged view of FIG. 17, in which the solid line indicates the basic gear ratio advancement line corresponding to FIG. 17, and the actual gear ratio advancement Gs of the auxiliary transmission 4 is point A. It shows the case where it changes from the point B to the point B.

Based on the above, Q10 in FIG.
14 shows a current control state of the auxiliary transmission 4 in FIG.
The coordinate position (M2, S2) of point B at is read. Next, at Q102, it is judged if the absolute value of the deviation ΔGs is larger than the predetermined value H or not. The predetermined value H is set to be smaller as the gear ratio advancement Gm of the main transmission 3 is larger, as shown in FIG.

When the determination in Q102 is YES, the current position (M2, S2) is largely deviated from the basic target gear ratio progress line. In this case, Q1
03, the direction θ2 from the point B, which is the current coordinate position (M2, S2) to the coordinate position (MT, ST) of the final target value (in FIG. 14,
The slope of the corrected target line, which is a chain line connecting the point B and the coordinate position (MT, ST) of the final target value, is calculated. Also,
In Q104, the direction θ1 from the point A, which is the previous coordinate position (M1, S1), to the point B, which is the current coordinate position (M2, S2) (inclination of the broken line connecting the points A and B in FIG. 14) ) Is calculated.

Thereafter, in Q105, the above θ2 is θ
It is determined whether or not it is greater than 1. Y in this Q105
In the case of ES, it means that the faster the progress of the gear ratio advancement Gs of the auxiliary transmission 4 is, the smoother the transition to the final target value can be made. Therefore, at this time, in Q106, the feedback correction amount ΔPFB is changed to the predetermined value α (α>
Feedback correction amount ΔP corrected by subtracting 0)
get ko. Further, when the determination in Q105 is NO, the slower the progress of the gear ratio advancement Gs of the auxiliary transmission 4 is to achieve a smoother transition to the final target value. Then, a predetermined value α is added to obtain a corrected feedback amount ΔPko.

When the determination in Q102 is NO, it means that the feedback control corresponding to the basic target line should be performed. In this case, in Q109, ΔPFB is the final feedback correction amount. It is set as ΔPko. After Q106, Q107, and Q109, the process moves to Q108 to indicate the current coordinate position (M
2, S2) is updated as the previous coordinate position (M1, S1). Of course, Q106, Q107, or Q109
.DELTA.Pko at Q35 is used as the feedback correction amount at Q35. The predetermined value α in Q106 and Q107
May be a constant value, but may be set to increase as the deviation between θ2 and θ1 increases.

Setting of correction target line At time B in FIG. 14, the inclination θ shown by the alternate long and short dash line in FIG.
It is also possible to set the second correction target line and perform feedback control after point B so as to follow the target value obtained based on the correction target line. In addition,
When the actual gear ratio advance Gs converges near the basic target line again, the feedback control based on the basic target line is restored.

The feedback control based on the setting of the corrected target line at the point B is shown in FIG. 21, and the control contents in this FIG. 21 are replaced with the control contents in Q32 and Q33. First, in Q121, the current coordinate position (M2, S2) is read (same as in Q101), and then in Q122, the deviation ΔGs in Q30.
It is determined whether or not the absolute value of is larger than the predetermined value H (same as Q102).

When the determination in Q122 is YES, Q12
In FIG. 3, the correction target line shown by the one-dot chain line in FIG. 14 is newly set. Thereafter, the target gear ratio advancement Gst is determined based on the corrected target line (Q124), and the deviation ΔGs is calculated by subtracting the actual gear ratio advancement Gs from the target gear ratio advancement Gst (Q125). The feedback correction amount ΔPFB is determined based on the deviation ΔGs (Q126). After this, in Q127
After FB is set as the final feedback correction amount ΔPko, the current coordinate position (M2, S2) is updated as the previous coordinate position (M1, S1).

When the determination in Q122 is NO, Q1
At 29, ΔPFB is determined based on the deviation between the target value based on the basic target line and the actual gear ratio advance Gs (deviation at Q31), and then the routine proceeds to Q127.

When the determination in Q122 is YES, it is determined whether or not the absolute value of the deviation between the target value based on the latest corrected target line and the actual gear ratio advance Gs is greater than a predetermined value, and this If the determination is YES, a new correction target line may be set again.

Storing a plurality of correction target lines Next, in addition to the basic target line as shown in FIG. 17, a plurality of correction target lines are created and stored in advance, and which target line is selected according to the current control state. A method of selectively using the method will be described. First, in FIG. 22, a solid line indicates a basic target line, and a plurality of modified target lines L1 to L6 are set with respect to the basic target line.
Remembered The corrected target lines L1 to L3 are set to have a higher gear ratio advance than the basic target line. Further, the correction target lines L4 to L6 are set as those in which the gear ratio advance is delayed more than the basic target line. Then, each correction target line L1 to L6
Are set along the basic goal line,
It is set so as to approach the basic target line as the gear ratio advancement Gm of the main transmission 3 increases.

Based on the above, the flow chart shown in FIG. 23 will be described.
Used in place of 30 to Q33. First, Q141
In, after the coordinate position (M2, S2) at the point B indicating the current actual control state is read, in Q142,
It is determined whether or not there is a modified target line between this point B and the basic target line. In the state of point B in FIG. 22, there is a large deviation from the basic target line and there are correction target lines L4 and L5 between them, and the determination in Q142 is YES.

When the determination in Q142 is YES, Q14
3, among the correction target lines (L4 and L5 in FIG. 23) existing between the basic target line and the current position B point, the correction target line closest to the current position B point (FIG. 2).
In 2, L5) is selected. When the determination in Q142 is NO, the basic target line is selected in Q149.

After Q143 or Q149, the routine proceeds to Q144, where the target gear ratio advance Gst is set based on the selected target line. Thereafter, the deviation ΔGs between the target gear ratio advance Gst and the actual gear ratio advance Gs is calculated (Q145), and the feedback correction amount ΔPFB is determined based on this deviation ΔGs (Q146). ΔPFB is set as the final feedback correction amount ΔPko (Q147).

In the above embodiment, the case where the auxiliary transmission 4 is downshifted has been described. However, even when the auxiliary transmission 4 is upshifted (3 → 2 shift in the embodiment), the gear ratio of the auxiliary transmission 4 is changed. It is possible to perform feedback control of the progress Gs as well as control as shown in FIG. 13 and thereafter.

Other Application Examples of the Present Invention The above-described control of FIG. 13 and thereafter can be similarly applied to other vehicle-mounted devices other than the automatic transmission, and the application examples will be described below.

First, the slip target value in the traction control may be changed depending on the road surface μ, for example. That is, when the road surface μ is small and slippery, the slip target value is changed to a smaller value than when the road surface μ is large. In such a case, the road surface μ
When the value changes from a small value to a large value, the slip target value is changed from a small value to a large value, and the control shifts to the tendency that the torque applied to the drive wheels is increased, but the The increase in the applied torque causes the slip to be regenerated. Therefore, in such a case, it is preferable to change the slip target value so as to gradually increase with the passage of time, and the present invention can be applied in such a case.

Secondly, the target air-fuel ratio of the air-fuel mixture supplied to the engine may be changed depending on, for example, the operating state of the engine. Since a large torque shock occurs when the target air-fuel ratio is suddenly changed, it is desirable to gradually change the target air-fuel ratio with the passage of time, and the present invention can be applied to such a case.

Thirdly, in a four-wheel drive vehicle in which torque can be distributed to the front wheels and the rear wheels, a target to be distributed to the front wheels and the rear wheels according to a running state such as starting, decelerating, or steady running. When changing the torque distribution ratio, changing the target torque distribution ratio abruptly changes the behavior of the vehicle, so
It is preferable to gradually change the target torque distribution ratio over time, and the present invention can be applied in such a case.

Fourthly, in the power steering device, when the target assist force is changed in accordance with the running condition or the road surface condition, a sudden change in the assist force results in a sudden change in the steering feel. become. Therefore, it is preferable to gradually change the target assist force with the passage of time, and the present invention can be applied to this case as well.

Fifth, in the rear wheel steering system, the target turning ratio of the rear wheels is changed. However, a sudden change in the turning ratio of the rear wheels causes unstable vehicle behavior. It may not be preferable. At this time, it is preferable to gradually change the target rear wheel turning ratio with the passage of time, and the present invention can be applied to this case as well.

The above is merely an example of the application of the present invention, and it can be similarly applied to various in-vehicle devices.

[Brief description of drawings]

FIG. 1 is an overall view showing a drive system of an automobile.

FIG. 2 is a detailed view showing the configuration of the automatic transmission shown in FIG.

FIG. 3 is a diagram showing a relationship between a shift speed of an automatic transmission and operating states of respective friction elements.

FIG. 4 is a diagram showing a relationship between a gear stage of an automatic transmission, a gear stage of a main transmission, a gear stage of an auxiliary transmission, and a gear ratio.

FIG. 5 is a diagram showing an example of a hydraulic circuit for a main transmission.

FIG. 6 is a diagram showing an example of a hydraulic circuit for an auxiliary transmission.

FIG. 7 is a diagram showing a relationship between a shift stage of an automatic transmission, operating states of respective friction elements, and operating states of solenoids incorporated in a hydraulic circuit.

FIG. 8 is a diagram showing a relationship between a gear stage of a main transmission, an operating state of a friction element, and an operating state of a solenoid incorporated in a hydraulic circuit.

FIG. 9 is a diagram showing a control system of an automatic transmission.

FIG. 10 is a diagram schematically showing a shift control when the main transmission and the auxiliary transmission are simultaneously switched.

FIG. 11 is a flow chart showing an example of shift control.

FIG. 12 is a flow chart showing an example of shift control.

FIG. 13 is a flowchart showing an example of control when correcting a feedback correction amount for gear shift control.

14 is a diagram schematically showing the control content shown in FIG.

FIG. 15 is a map used in an example of shift control.

FIG. 16 is a map used in an example of shift control.

FIG. 17 is a map used in an example of shift control.

FIG. 18 is a map used in an example of shift control.

FIG. 19 is a map used in an example of shift control.

20 is a map used in the control example of FIG.

FIG. 21 is a flowchart showing a control example when setting a correction target line.

FIG. 22 is a diagram showing an example of setting a basic target line and a plurality of corrected target lines.

FIG. 23 is a flow chart showing an example of control when a plurality of target lines shown in FIG. 22 are selectively used.

[Explanation of symbols]

 3: Main transmission 4: Sub transmission 120: Control unit Gm: Main transmission gear ratio advance Gs: Sub transmission gear ratio advance Gst: Sub transmission target gear ratio advance ΔPFB: Feedback correction Amount ΔPko: Final feedback correction amount α: Correction value for correcting feedback correction amount (FIG. 13) H: Predetermined value (FIGS. 13 and 20) L1 to L6: Correction target line (FIG. 22)

 ─────────────────────────────────────────────────── ─── Continuation of the front page (72) Inventor Minoru Kuriyama 3-1, Shinchi, Fuchu-cho, Aki-gun, Hiroshima Mazda Motor Corporation

Claims (7)

[Claims] 1. An adjusting means for adjusting a control state of a controlled object, an actual value detecting means for detecting an actual value indicating the controlled state of the controlled object, and a target value which is gradually changed with the passage of time. A first target value determining means for determining a basic target value based on a basic target line set to finally become a final target value; and an actual value detected by the actual value detecting means is the first target value. Feedback control means for feedback controlling the adjusting means so as to follow the basic target value determined by the determining means; basic target value and actual value detecting means determined by the first target value determining means. When the deviation from the actual value detected in is greater than or equal to a predetermined value, based on the final target value, the actual value of the present time, and the actual value of the previous time, the change of the control state of the control target is suppressed so as to suppress the change degree. For feedback control means A feedback control device for an in-vehicle device, comprising: a correction unit that corrects the feedback control amount according to the above. 2. An adjusting means for adjusting a control state of a controlled object, an actual value detecting means for detecting an actual value indicating the controlled state of the controlled object, and a target value which is gradually changed with the passage of time. A basic target line set to finally become the final target value, and a plurality of modified target lines set so as to respectively follow the basic target line and finally set to the final target value. Target line storing means stored, first target value determining means for determining a basic target value based on the basic target line, the basic target value and the actual value detecting means determined by the first target value determining means. When the corrected target line does not exist between the actual target value and the actual target value detected in step 1, the basic target value is determined as the second target value, and the basic target value and the actual value determined by the first target value determining means. Detection means When the corrected target line exists between the corrected target line and the actual value detected by, the target value based on the corrected target line closest to the actual value
Second target value determining means for determining the target value and the adjusting means for adjusting the actual value detected by the actual value detecting means to follow the second target value determined by the second target value determining means. -Feedback control for feedback control;
The drive control device. 3. An adjusting means for adjusting a control state of a controlled object, an actual value detecting means for detecting an actual value indicating the controlled state of the controlled object, and a target value which is gradually changed with the passage of time. A first target value determining means for determining a basic target value based on a basic target line set to finally become a final target value; and an actual value detected by the actual value detecting means is the first target value. A feedback control means for feedback controlling the adjusting means so as to follow the basic target value determined by the determining means, an actual value detected by the actual value detecting means, and the first target value determining means. When the deviation from the determined basic target value is larger than a predetermined value, a corrected target line that can finally take the final target value along the basic target line is set, and the corrected target line is set to the corrected target line. Second goal based Second target value determining means for determining a value, and when the second target value is determined by the second target value determining means, the target value used by the feedback control means is replaced with the basic target value. And a target value switching means for setting the second target value as the second target value. 4. The correction target line according to claim 2 or 3, wherein the corrected target line is set to be closer to the basic target line as it approaches the final target value. 5. The method according to claim 1 or 3, wherein the predetermined value is changed so as to become smaller as it approaches the final target value. 6. The vehicle according to claim 1, wherein the vehicle comprises a main transmission and an auxiliary transmission, and the main transmission and the auxiliary transmission are simultaneously operated at least during a specific gear shift. An automatic transmission that is switched is provided, the control target is an auxiliary transmission at the time of the specific shift, and the basic target line is a target gear ratio of the auxiliary transmission with respect to a gear ratio advance of the main transmission. The feedback control means sets feedback control of the sub-transmission so that the actual gear ratio progress of the sub-transmission follows the target gear ratio progress. 7. The sub transmission according to claim 6, wherein a speed change is performed by switching an operating state of a hydraulic friction element, and the adjusting means adjusts an engagement hydraulic pressure for the friction element.