JP2002122223A - Development support system for automatic transmission control system for vehicles - Google Patents

Abstract

PROBLEM TO BE SOLVED: To dispense with trial manufacture when verifying the product property of an automatic transmission, reduce actual endurance deterioration test time and man-hour when mounting it in an actual vehicle, improve development efficiency, and reduce cost required for verification of the product property. SOLUTION: An actual vehicle test is conducted using an ECU to analyze characteristics (S22), durability deterioration simulation is performed using a model while changing parameters (oil temperature TATF, etc.), to estimate gear shift defect event occurring in the simulation from model behavior changes (S26, S28), and endurance deterioration simulation is repeated until the gear shift defect event is removed to correct control algorithm (S30).

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a development support system for a control device for an automatic transmission for a vehicle, and more particularly to a development support system (simulator) for predicting a shift failure event by performing a durability deterioration simulation.

[0002]

2. Description of the Related Art A technique for analyzing the hydraulic behavior of a five-speed planetary automatic transmission has been known as a development support device for a control device for an automatic transmission for a vehicle, more specifically, a simulator (AVEC). '94, 1994
Month). Also, a hardware-in-the-loop (H) incorporating an ECU (electronic control unit) mounted on a real vehicle
A method using a simulator called ILS)
It is known (Automotive Technology Society Academic Performance Preprint 983, May 1998).

[0003]

Conventionally, when verifying the merchantability of an automatic transmission through a durability deterioration (durability reliability) test, an automatic transmission is prototyped, a preliminary test is performed, and then a long period of time is required. We are conducting actual tests (bench tests using actual engines)
A large amount of cost was required, including the cost of prototyping. In particular, simultaneous development with the actual machine was inevitable, and as a result, it was difficult to satisfy development efficiency.

Accordingly, an object of the present invention is to solve the above-mentioned problems and to simulate a durability deterioration test of an automatic transmission using an actual control device, thereby eliminating the need for a trial production and a preliminary test of the automatic transmission. It is an object of the present invention to provide a development support device for a control device for an automatic transmission for a vehicle, in which a period and man-hours are reduced, development efficiency is improved, and cost is reduced.

Further, in order to simulate a long-term durability deterioration test, it is desirable to shorten the simulation time and perform the test as close as possible to the actual shift time. Not only a development support apparatus that simulates in time (real time) has not been proposed, nor has a development support apparatus that simulates even in a time close to the actual shift speed been conventionally proposed.

Accordingly, a second object of the present invention is to solve the above-mentioned problem and simulate a durability deterioration test of an automatic transmission in a time close to an actual shift, thereby further improving development efficiency and reducing costs. An object of the present invention is to provide a development support device for a control device for an automatic transmission for a vehicle which is further reduced.

[0007]

In order to solve the above-mentioned object, according to the present invention, at least the throttle opening, the throttle opening, and the engine speed are controlled in accordance with a speed change control algorithm. In a development support device for a control device for an automatic transmission for a vehicle, the output of the internal combustion engine is shifted through a hydraulic actuator including a friction engagement element based on a vehicle speed and an oil temperature and transmitted to drive wheels of the vehicle.
The shift control algorithm is input to the control device of the automatic transmission of the vehicle to input the shift control algorithm, and the characteristics of the automatic transmission when the shift is performed according to the shift control algorithm, more specifically, the automatic shift in the characteristics Characteristic analyzing means for analyzing a value specific to the vehicle, parameter extracting means for extracting a parameter that affects the analyzed characteristic when the automatic transmission deteriorates in durability, the vehicle and the internal combustion engine while changing the parameter A shift failure event prediction means for executing a durability deterioration simulation based on a model describing the behavior of an engine and the automatic transmission, and predicting a shift failure event caused by the simulation based on a behavior change of the model; and the predicted shift Until the failure event is resolved, while repeating the durability deterioration simulation,
A shift control algorithm correcting means for correcting the shift control algorithm based on the analyzed characteristic is provided.

A characteristic of the automatic transmission is analyzed by inputting a shift control algorithm, and parameters which affect the analyzed characteristic when the durability of the automatic transmission deteriorates are extracted.
A durability degradation simulation is performed based on a model that describes the behavior of an automatic transmission or the like while changing parameters, and the resulting shift failure event is predicted, and the durability degradation simulation is performed until the predicted shift failure event is resolved. The automatic transmission was prototyped or actually tested (bench test using an actual engine).
Time and man-hours can be reduced. Thereby, the development efficiency can be improved, and the cost required for verifying the merchantability can be reduced.

According to a second aspect of the present invention, the shift malfunction event predicting means includes a database forming means for obtaining a change in the behavior of the model when the value of the extracted parameter is changed and accumulating it as a database. Configured.

Since a change in the behavior of the model when the value of the extracted parameter is changed is obtained and stored as a database, in other words, the modeling is performed and the result is stored as a database. It is possible to reduce the amount of computation when executing the durability deterioration simulation for the automatic transmission, thereby shortening the durability deterioration simulation time, further improving the development efficiency, and verifying the commerciality. Cost can be further reduced.

According to a third aspect of the present invention, the shift control algorithm correcting means is configured to correct the shift control algorithm with a minimum correction amount.

Since the shift control algorithm is configured to be modified with a minimum correction amount, it is possible to reduce the amount of computation when executing the durability deterioration simulation, thereby shortening the durability deterioration simulation time. The development efficiency can be further improved, and the cost required for verifying the merchantability can be further reduced.

According to a fourth aspect of the present invention, the parameter is at least one of a hydraulic oil temperature of the automatic transmission, a clearance of the friction engagement element, and a friction coefficient of the friction engagement element.

Since the parameters are at least one of the hydraulic oil temperature, the clearance of the friction engagement element, and the friction coefficient of the friction engagement element, in other words, the characteristics when the durability is deteriorated, more specifically Since the endurance deterioration factor which has a high degree of influence on the shift event determined from the characteristics is used for, it is possible to accurately predict whether or not a shift malfunction event has occurred.

According to a fifth aspect of the present invention, the malfunction event predicting means is connected to the control device of the automatic transmission, inputs the shift control algorithm, and outputs a supply oil pressure command value based on the input shift control algorithm. Supply oil pressure command value output means for inputting the supply oil pressure command value, based on a first model describing the operation of the entire system including the automatic transmission, and controlling the automatic transmission according to the supply oil pressure command value. Estimated effective pressure calculating means for calculating an estimated effective pressure that will occur in the friction engagement element, an output calculated according to the supply oil pressure command value based on a second model describing the operation of the friction engagement element Sets a transfer function of the second model so as to match the estimated effective pressure, and stores the transfer function in a searchable manner from predetermined parameters. Grayed unit, and was composed as including a model creating means for creating said model from said first model and said second model.

Calculating, based on a first model describing the operation of the entire system including the automatic transmission, an estimated effective pressure that will occur in a friction engagement element of the automatic transmission according to a supply oil pressure command value; Based on a second model describing the operation of the friction engagement element, a transfer function of the second model is set so that an output calculated according to the supply oil pressure command value matches the estimated effective pressure. Then, based on a model obtained by incorporating the second model into the first model, the stored shift control algorithm is simulated and verified.
The second model describing the operation of the frictional engagement element, which is configured to evaluate, in other words, exhibits a non-linear behavior, such that its transfer function matches the estimated effective pressure obtained based on the first model. Since the second model needs only a simple configuration, the simulation time can be shortened and the second model can be executed in a time almost close to the actual speed change state. Therefore, the development efficiency can be further improved, and the cost required for verifying the merchantability can be further reduced.

[0017]

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a block diagram showing a construction of a vehicle automatic transmission control system according to an embodiment of the present invention;

FIG. 1 is a schematic diagram showing the entire apparatus.

The development support device 10 is connected to an internal combustion engine (engine) E mounted on the vehicle 12 and, based on at least the throttle opening THHF and the vehicle speed V in accordance with a shift control algorithm (control algorithm for mass-produced vehicles). Development support for a control device for an automatic transmission (transmission) T that shifts the output of the engine E and transmits it to the drive wheels 14 via a hydraulic actuator (not shown in FIG. 1; described later) such as an engagement element. An apparatus, more specifically a simulator. Transmission T
Equipped with a parallel axis type 5 forward speed 1 reverse speed structure.

FIG. 2 is a skeleton diagram showing the transmission T in a simplified manner, showing the second forward speed. In the case of the parallel shaft type, the main shaft MS arranged in parallel
And a countershaft CS, a plurality of gears 16 which are always meshing with each other, and a hydraulic clutch (friction engagement element; the above-described hydraulic actuator) 20 is arranged in each of the plurality of gears 16.

The engine torque extracted from the crankshaft is transmitted to the main shaft MS via the torque converter 24, and is transmitted to the countershaft CS and the final reduction gear 26 via the corresponding speed gear (gear) and clutch. After that, it is transmitted to the drive shaft 30 and further transmitted to the drive wheels 14 shown in FIG.

The equation of motion of each element is shown at the bottom of the figure.
Shifting in the transmission T is performed by disengaging the front clutch and engaging the next clutch to switch gears. The main shaft MS and the counter shaft CS for each phase in the shift state (shift state).
The balance formula above is shown at the end of the figure. The shift transition state is
Equations 4 and 5 describe low gear drive, torque phase,
It proceeds in the order of inertia phase and high gear drive.

Returning to the description of FIG. 1, the development support device 10 includes a microcomputer 34, and the microcomputer 34 includes a control device (ECU) for the transmission T.
(Electronic Control Unit)) 32, into which the shift control algorithm is input, and based on the input shift control algorithm, the supply oil pressure command value QA
A control system design tool (supply oil pressure command value output means) 34a that outputs a T and includes a microcomputer is stored. The control system design tool 34a includes a computer-aided design (CAD) program or package, and performs model creation (modeling), download and monitoring of the created model, and the like.

The ECU 32 will be described. Although not shown, the ECU E and the vehicle 12 are located at appropriate positions.
It is assumed that a sensor group described below is provided, and the ECU 32 inputs those outputs (when mounted on an actual vehicle). That is, a crank angle sensor that generates an output according to the engine speed ωE, an absolute pressure sensor that generates an output according to the engine load (absolute pressure in the intake pipe), a throttle opening sensor that generates an output according to the throttle opening THHF, and a vehicle speed. A vehicle speed sensor that generates an output according to V, a shift lever position sensor that generates an output according to the position of a shift lever operated by a driver, and the like are provided.

In the transmission T, a rotation speed sensor is provided in the vicinity of the main shaft MS, and outputs a signal indicating the main shaft rotation speed ωMS every time the main shaft MS makes one rotation. Is also provided with a rotation speed sensor, and each time the counter shaft CS makes one rotation, the counter shaft rotation speed ω
A signal indicating CS is output.

Further, a temperature sensor is provided at an appropriate position of the transmission T, and an oil temperature (Automatic
Transmission Fluid temperature. (Temperature of hydraulic oil) A signal proportional to TATF is output, and a brake switch is provided on the brake pedal. When a brake operation is performed,
Outputs ON signal.

The ECU 32 includes a CPU (not shown) and an RO (not shown).
M, RAM, a microcomputer comprising an input circuit and an output circuit, and a throttle opening T detected according to a shift control algorithm stored in a ROM.
A shift position (gear, speed, or shift speed) is determined based on HHF and vehicle speed V.

Then, the ECU 32 controls the speed change so as to attain the gear position (shift position) determined by energizing / de-energizing the linear solenoid and the shift solenoid arranged in a hydraulic circuit (described later) connected to the clutch 20. I do.

The feature of the present invention is not the shift control operation performed by the ECU 32 but the development support device 10 for verifying and evaluating the shift control operation of the ECU 32.
The description of the shift control performed by U32 will be limited to this.

The development support apparatus 10 includes a second microcomputer 36. The second microcomputer 36 receives the supply hydraulic pressure command value QAT, and, based on a shift transient simulation model (first model),
A first simulator (effective pressure calculating means) 36a for calculating an estimated clutch effective pressure (estimated effective pressure) that will occur in the clutch 20 of the transmission T in accordance with the supply oil pressure command value QAT is stored.

The first simulator 36a also comprises a computer-aided design (CAD) program or package. Second microcomputer 36
Has a high-speed calculation processing capacity of about 10 times or more in integer operation as compared with the ECU 32.

In the illustrated configuration, the control system design tool 3
4a is connected to the ECU 32 via the microcomputer 36 storing the first simulator 36a. Specifically, a dual port ram 38 is arranged between the ECU 32 and the microcomputer 36 storing the first simulator 36a, and executes communication (interruption) between the ECU 32 and the first simulator 36a. The first simulator 36a receives a model from the microcomputer 34 storing the control system design tool 34a and communicates with the ECU 32 via the dual port ram 38 every 10 msec.

More specifically, every 10 msec, as shown in FIG. 3, the control system design tool 34a sends a shift signal QATNUM (up or down shift command to the nth speed), a throttle opening THHF, and an engine speed from the ECU 32. ωE is input (received), the supply oil pressure command value QAT is calculated based on the input ωE, and output (transmitted) to the ECU 32.

The ECU 32 determines the input supply oil pressure command value Q
Based on the AT, an energization command value to a linear solenoid (electromagnetic solenoid) that drives the above-described clutch 20 by energizing / de-energizing is calculated. Hereinafter, this energization command value is referred to as “IAC
T ".

More specifically, the supply oil pressure command value QAT is
N (engagement) side supply oil pressure command value QATON and OFF
(Release) side supply hydraulic pressure command value QATOFF. FIG.
Shows QATON, and FIG. 5 shows QATOFF. The supply oil pressure command value is output along the time axis.

In the configuration shown in FIG. 1, the first simulator 36a is operated by the control system design tool 34a and the ECU 32.
The supply hydraulic pressure command value QAT output indirectly through the CPU is input, measured based on a test shift control algorithm, and after the measurement is completed, the shift transient simulation model (first model, described later) is offline. Based on the supply oil pressure command value QAT (more specifically, the energization command value IAC
T), an estimated clutch effective pressure (estimated effective pressure) that will be generated in the clutch 20 is calculated.

Further, the development support device 10 has a second model (simple hydraulic model, described later) describing the operation of the clutch.
Based on the input, the supply oil pressure command value QAT, more specifically, the energization command value IACT to the linear solenoid output by the ECU 32 is input, and the output calculated according to the input value measures the behavior of the clutch 20. The gain (transfer function) α2 of the second model is set so as to coincide with the estimated effective pressure (estimated clutch pressure) while starting to increase after a lapse of a predetermined time (transfer function) α1 obtained by It also functions as a hydraulic transfer function modeling means for retrievably storing a predetermined time α1 and a gain α2 obtained by measurement from predetermined parameters.

Further, the development support device 10 includes a third microcomputer 40, and the third microcomputer 40 is adapted to a third model (described later) in which the second model is incorporated into the first model. Based on this, the stored shift control algorithm is simulated in real time, verified and evaluated, and a second simulator 40a for executing a durability deterioration simulation is stored.

The second simulator 40a also comprises a computer-aided design (CAD) program or package, and is configured as the above-mentioned HILS. The third microcomputer 40 that stores the second simulator 40a has a high-speed calculation processing capability of about 100 times or more in integer arithmetic as compared with the ECU 32.

The third storing the second simulator 40a
The microcomputer 40 is connected to the ECU 32 via an input / output interface 42. The shift control algorithm stored in the ECU 32 is input to the third microcomputer 40 storing the second simulator 40a via the input / output interface 42, and is stored in its memory (not shown).

The input / output interface 42 generates a linear solenoid pseudo signal and a shift solenoid pseudo signal, and outputs them to the second simulator 40a. These pseudo signals are signals for operating a hydraulic actuator such as the clutch 20 in a simulation described later.

Based on these pseudo signals (and the pseudo signals such as the throttle opening THHF and the vehicle speed V), the second simulator 40a uses the third model in accordance with the stored shift control algorithm and performs a predetermined calculation processing cycle. Calculate the outputs (for example, drive shaft torque TDS, engine speed ωE, clutch oil pressure PCL, etc.) of these models, verify or evaluate the stored shift control algorithm, and output the outputs (and the results of the verification or evaluation). The information is displayed through a display (not shown) of the third microcomputer 40.

In FIG. 1, reference numeral 44 denotes a host computer for creating the above-described model, downloading the model to the second simulator 40a, setting simulation information, and the like.

Hereinafter, the configuration and operation described above will be further described with reference to the flowchart of FIG.

First, the configuration and operation of a development support apparatus that enables a simulation in a time close to an actual shift by shortening the simulation time will be described.

First, in S10, preparation for an actual machine test is performed. Specifically, this is performed by using the host computer 44 to create a test control model, more specifically, a hydraulic circuit design model showing the behavior of a hydraulic circuit of a hydraulic actuator such as the clutch 20 of the transmission T.

FIG. 7 is a block diagram partially showing the configuration of the hydraulic circuit design model. Transmission T
As described above, the vehicle has a structure of a parallel shaft type forward five-speed reverse one-stage, and therefore has a clutch for each speed stage. FIG. 10 shows one of the clutches (for example, a third-speed clutch) 20. Model.

In general terms, hydraulic oil (oil, AT) pumped from a reservoir (not shown) by an oil pump 46
F) is regulated to a predetermined high pressure by the regulator valve 50 and supplied to the clutch 20 via the accumulator 52 and the orifice 54. A shift valve 60 and the above-mentioned linear solenoid (indicated by reference numeral 62) are interposed in an oil passage 56 connecting the regulator valve 50 and the clutch 20 to adjust the hydraulic pressure supplied to the clutch 20.

Returning to the description of FIG. 6, the process then proceeds to S12, where an actual machine test is performed. Specifically, in the system including the ECU 32, the control system design tool 34a, and the first simulator 36a described above with reference to FIG. 1 using the control specifications described with reference to FIGS.
The actual hydraulic pressure waveform at the time of gear shifting is tested based on the power supply command value IACT to the linear solenoid 62 for driving the clutch 20, which is output based on the supply pressure command value QAT (more specifically, QATON and QATOFF) input by the ECU 32. Means to get the result. That is, the vehicle 1
Grasp the second event. FIG. 8 shows the results of the actual machine test.

In the flow chart of FIG.
Proceed to 14 to analyze the actual machine test results. Specifically, this occurs in the clutch 20 of the transmission T in the first simulator 36a according to the supply oil pressure command value QAT (or IACT) using the above-described shift transient simulation model (first model). Wax means the work of calculating the estimated clutch effective pressure described above.

FIG. 9 is a block diagram showing details of the shift transient simulation model.

Assuming the equation of motion of the parallel-axis transmission T shown in simplified form in FIG. 2, the entire system from the engine E to the vehicle (body system) 12 is modeled as follows.
As shown in FIG. In FIG. 9, "Engin
"e" is a model describing the behavior of the engine E, "Torq"
"ue converter" is a model describing the behavior of the torque converter 24, "Transmission".
Is a model describing the behavior of the transmission T, "V
"eicle" is a vehicle body model describing the behavior of the vehicle 12, and "Hydraulic circuit" is a hydraulic circuit design model partially shown in FIG.

In FIG. 9, the output torque TE of the engine model is converted by the torque converter model and input to the transmission model. The output drive shaft torque TDS of the transmission model is input to the vehicle body system model. The vehicle system model outputs the drive shaft speed ωV (equivalent value of the vehicle speed V).

In the transmission model, the drive shaft speed ωV is input and the main shaft speed ωM
Output S. The output value is converted by the torque converter model, and the engine speed ωE (NE equivalent value) is output to the engine model. In addition, the engine torque TE is converted to the main shaft torque TMS via the torque converter model.
Is converted to

As described above, the shift transition state is expressed by Equations 4 and 5 shown in FIG. 2. The shift shock felt by the driver in the shift transition state is shown by Equation 7 at the end of FIG. Changes in the vehicle longitudinal acceleration. Since the vehicle speed change is small in the shift transition state, the running resistance can be regarded as constant, so that the shift shock is proportional to the drive shaft torque TDS.

The details of the shift transient simulation model and the simulation using the model are described in an application proposed by the present applicant (Japanese Patent Application No. 2000-07).
No. 0580), the description will be limited to this extent.

In S14 of the flow chart of FIG. 6, the clutch effective pressure PCL is estimated from the drive shaft torque TDS, the oil pressure and the rotational speed of the vehicle 12 by back calculation based on the equations 8 to 15 shown in FIG.

Specifically, FIG. 10 (corresponding to a part of FIG. 4)
As shown in FIG. 11, the supply oil pressure command value QAT is input, and based on Equation 8 and the like, as shown in FIG. 11, the estimated clutch effective pressure (FIG. 11) estimated to be generated in the clutch 20 (for example, for the third speed) 11. Estimated effective pressure, including the estimated value, is hereinafter referred to as "PCL", more specifically, for example, "PCL3" for the third speed) and the test result of the estimated drive shaft torque TDS (FIG. 11).

More specifically, as shown in FIG. 10, a plurality of supply oil pressure command values QAT in which the shelf pressure command value is changed while the shelf pressure command value length Const is fixed are inputted. The estimated clutch effective pressure and the drive shaft torque TDS that can be obtained during actual vehicle operation as shown in FIG.

Returning to the description of the flow chart of FIG. 6, the program proceeds to S16, where hydraulic transfer function modeling is performed. Specifically, a simple hydraulic model is created, and the model input value (the energization command value IA corresponding to the supply hydraulic command value QAT) is set.
CT), the transfer function of the simplified hydraulic model (predetermined time (preparation time corresponding to invalid stroke filling work) α) so that the model output value (estimated clutch effective pressure) PCL matches the model output value (estimated clutch effective pressure) PCL.
1 and a gain (hydraulic response gain) α2).

More specifically, the output calculated according to the input value starts increasing after a predetermined time α1 obtained by measuring the behavior of the clutch 20 while increasing the estimated clutch effective pressure P.
The gain α2 of the simple hydraulic model is set so as to match the CL, and the predetermined time α1 and the gain α2 obtained by the measurement are stored in a searchable manner from predetermined parameters.

To explain this, as described above, since the working oil and air coexist in the clearance of the clutch 20 to form a dead volume, the supply hydraulic pressure command at the time of the invalid stroke immediately after the start of the shift operation. Hydraulic response to the values is poor, which requires a great deal of time to set the data of the hydraulic response characteristics, and is an obstacle to shortening the simulation time. That is, in order to perform a simulation with high accuracy, it is necessary to perform calculation using the high-precision model with the second simulator 40a, but the calculation capability of the second simulator 40a is limited.

Therefore, in this embodiment, the amount of hydraulic oil in the dead volume of the clutch 20 is actually measured. FIG. 12 shows the measurement results. The figure shows the measurement results when the clutch rotation speed NCL is 2000 rpm. Further, based on the measurement results, a simple hydraulic model describing the behavior of the clutch as shown in FIG. 13 is created and used.

That is, the result of FIG. 12 was used as backup data of the simple hydraulic model. In FIG. 12, a state where the oil (hydraulic oil) filling radius is around 32.5 mm (around the ON (engagement side) hydraulic pressure of 0.13 Mpa) is filled with oil. This oil pressure is ON (rise)
The transfer function is determined based on the time t1 from the start to the time t is satisfied. On the OFF side, t2 indicates the time from when the oil pressure starts to fall until the oil pressure becomes empty.

FIG. 14 is a subroutine flowchart showing the transfer function determining process of the simple hydraulic model.

In the following, the throttle opening THHF, the gear position (gear), and the oil temperature T detected in S100 will be described.
The ATF (or shift interval), the supplied oil pressure command value QAT, and the clutch rotation speed NCL are read. The shift interval is calculated from the time interval between the previous and current shift signals. It should be noted that the power supply command value IACT may be used instead of the supply oil pressure command value QAT.

Then, the program proceeds to S102, in which a MAP (map) is retrieved from these parameters to calculate a predetermined time α1.

FIG. 15 (a) is an explanatory diagram showing the characteristics of the map. As shown in the figure, the predetermined time α1 corresponds to the oil temperature TAT according to the clutch speed NCL (every 1000 rpm).
It is set for F and the supply oil pressure command value QAT.

It should be noted that, as shown in FIG.
May be set for a shift interval or the like instead of the oil temperature TATF. Note that the predetermined time α1 is a time corresponding to the invalid stroke filling as described above,
Is the time obtained by measuring the amount of hydraulic oil in the dead volume.

Then, the program proceeds to S104, in which the energization command value IAC
It is determined whether or not T exceeds a predetermined value IREF. Predetermined value I
REF is set to a value corresponding to the set load of the return spring of the clutch 20 (1 kgf / cm ² ).

Next, proceeding to S106, a TIMER (timer, up counter) is started to start time measurement, and proceeding to S108, it is determined whether or not the value of TIMER has exceeded a predetermined time α1, and the process waits until the result is affirmative. Along with
When the result is affirmative, the routine proceeds to S110, where the energization command value IACT
Start typing.

Then, the process proceeds to S112, in which a MAP (map) is retrieved from the above-mentioned parameters to calculate a gain α2. FIG. 16A is an explanatory diagram showing the characteristics of the map. As shown in FIG.
It is set for the oil temperature TATF and the supply oil pressure command value QAT in accordance with (every 1000 rpm). Incidentally, as shown in FIG. 6B, the gain α2 may be set for a shift interval or the like instead of the oil temperature TATF.

Next, the routine proceeds to S114, where the output y is calculated using the gain (hydraulic response gain) α2 from the equation shown.

The processing of the flow chart of FIG. 14 will be described with reference to FIG.

The input value x (energization command value IACT) is sent to a block Z1, where it is compared with a predetermined value IREF.
FIG. 17 is an explanatory diagram showing the configuration of the block Z1. When the input value x exceeds a predetermined value, 1 is output. The output is sent to block Z2 for integration. Block Z2 is 1 sec
Time integrator that outputs 1 at the time (timer TIME described above)
R).

The output of block Z2 is sent to block Z3 and compared with a predetermined time α1. FIG. 18 shows the block Z3.
FIG. 4 is an explanatory diagram showing the configuration of FIG. 5, wherein 0 is output until Z2 (timer value) exceeds α1, and 1
Is output. The output of Z3 is sent to a multiplication stage Z4 where it is multiplied by the input value x.

As a result, as shown in FIG. 19, the output of the multiplication stage Z4 is zero until the predetermined time α1 has elapsed, and when the predetermined time α1 has elapsed, the multiplication stage Z4 outputs the input value x
Is output as is.

The output of the multiplying stage Z4 is sent to a gain adjusting section Z5, and the output (hydraulic output value) y is determined using the gain α2 based on the equation shown in the figure (the equation shown in S114). As is apparent from the equation shown, the output y is determined so that the deviation from the input x is reduced. In other words, the gain α2 of the simple hydraulic model is determined so that the output y matches the estimated clutch effective pressure PCL.

FIG. 20 shows the output result. The illustrated example is an example in which the upshift from the first speed to the second speed is performed and the throttle opening THHF is 2/8 opening. In the drawing, “simple hydraulic model calculation result” indicates the output y obtained using the simple model. The term “estimated clutch effective pressure” indicates a clutch pressure estimated and calculated from the hydraulic pressure measured by the actual machine using the same input value IACT and the drive shaft torque TDS. From the figure, it can be seen that the output (hydraulic output value) y substantially matches the estimated clutch effective pressure PCL.

Returning to the description of the flow chart of FIG. 6, the program then proceeds to S18, in which a real-time shift transient simulation model incorporating the simple hydraulic model (the above-described third model).
Model). That is, it is created by incorporating the simple hydraulic model (FIG. 13) into the shift transient simulation model shown in FIG.

FIG. 21 is a block diagram showing a configuration of the real-time shift transient simulation model. In the figure, (Simple Hydraulic mode)
The simple hydraulic model is indicated by l). The remaining configuration is not different from that shown in FIG.

Then, the process proceeds to S20, in which a real-time simulation is executed in accordance with the created real-time shift transient simulation model using the configuration (HILS) including the second simulator 40a and the input / output interface 42 shown in FIG. When the speed of the actual machine (vehicle 12) is controlled based on the speed change control algorithm, it is verified and evaluated whether or not a speed change shock occurs.

Since the details of the real-time simulation are described in the application proposed by the present applicant as described above, the description thereof is omitted. In the earlier proposed application, the transmission model is divided into a clutch part and a remaining part, and the calculation cycle (step time) of the clutch part is set as a user code block that is quasi-executed every 20 μsec. It, including the engine model,
By setting the time to 00 μsec, the step time becomes 20 μ
The real-time simulation by sec was enabled.

More specifically, since the simple hydraulic model was used, it took 4 seconds to simulate one shift (about 1.5 sec) in the simulation shown in S20.
Only ec was required. When a simulation was performed using CPUs having the same performance in accordance with a model proposed in the related art, it took about 120 seconds, but compared with that, it was 1/30, which made it possible to significantly reduce the simulation time.

That is, the actual shift state (shift transition state.
The simulation can be executed in a time almost equal to 1.5 sec). In that sense, the expression “real time” is used in S18 and S20.

FIG. 22 is a data diagram showing the results obtained in the real-time shift transient simulation.

In the figure, “SIM” indicates the simulation result, and “actual measurement value” indicates the result of observation using the same ECU 32 used in the real-time simulation model in the actual vehicle. As is clear from the comparison between the two, the real-time simulation according to the embodiment was able to obtain substantially the same results as those obtained with an actual vehicle.

Next, a correlation method of a shift control simulation model based on durability degradation (durability reliability) simulation performed using the real-time shift transient simulation model created as described above will be described.

FIG. 23 is an explanatory view schematically showing this, and FIG.
FIG. 4 is an explanatory view operatively showing it.
First, the actual vehicle behavior according to the shift control algorithm stored in the ECU 32 of the vehicle 12 is simulated off-line using the second simulator 40a, and the characteristics unique to the transmission T and the engine E (test piece) are analyzed.

Next, a parameter (durability deterioration factor) that affects the characteristics analyzed when the transmission T deteriorates in durability is extracted, and based on the real-time shift transient simulation model created while changing the extracted parameter. A durability deterioration simulation is executed to predict a shift malfunction event caused by the simulation.
The prediction result is displayed as an output on the display of the third microcomputer 40.

Then, the durability deterioration simulation is repeated while correcting the ROM data (constituting the shift control algorithm) of the ECU 32 until the predicted shift malfunction event is resolved. After that, an actual endurance deterioration test (bench test using an actual engine) was performed.
The commerciality of the transmission T and the shift control algorithm will be verified.

Referring to FIG. 6 in detail,
The process proceeds to step S22, where an actual machine test is first performed using the ECU 32.

That is, the E mounted on the vehicle 12 via the input / output interface 42 in the second simulator 40a
A CU (control device) 32 is connected, the above-mentioned shift control algorithm is input and analyzed, and based on the analysis result, characteristics specific to the transmission T (test piece) when shifting is performed according to the shift control algorithm are analyzed, Estimate (understand) eigenvalues (due to mass production variations) of test pieces.

As shown in FIG. 23, the characteristics to be analyzed are an engine correction torque, an engine speed ωE, a clutch control oil pressure characteristic (clutch friction coefficient μ), an ECU operation state, and the like. The characteristic, that is, the eigenvalue (eigencharacteristic) of the test piece is estimated (understood).

FIG. 25 shows the result of the analysis. FIG.
An example of a result obtained by analyzing a test piece (transmission T) for each type of shift (12 up (upshift from first speed to second speed) and the like) and throttle opening THHF is shown.

FIG. 9B shows the friction characteristic (friction coefficient μ) inherent to the clutch 20 estimated (understood) from the analysis result shown in FIG. Also, FIG.
FIG. 11 shows a unique engine (correction) torque characteristic estimated (understood) from the analysis result shown in FIG.

As shown, the deviation from the median (standard value) due to the variation in mass production is estimated (understood) as the eigenvalue (eigencharacteristic) of the test piece.

Returning to the description of the flow chart of FIG. 6, the process proceeds to S24, where parameters are extracted.

That is, the parameters measured when the transmission T deteriorates in durability, more specifically, the parameters (e.g., the durability deterioration) that affect the shift event determined from the measured characteristics or are estimated to have a high degree of influence. Factor). As shown in FIG. 23, the extracted parameters are the oil temperature TATF and the clearance C of the clutch 20.
L and the friction coefficient μ of the clutch 20.

Then, the program proceeds to S26, in which modeling of a real-time shift transient simulation and preparation of a system (shown in FIG. 1) including the second simulator 40a are performed.

Then, the process proceeds to S28, in which a durability deterioration simulation is executed while changing the above-mentioned parameters.
A model describing the behavior of the vehicle 12, the engine (internal combustion engine) E, and the transmission T (a real-time shift transient simulation model shown in FIG. 21) is used to determine a change in the behavior of the model, that is, modeling of the real-time simulation (correlation of the simulation model). Is performed, and the resulting shift malfunction event is predicted from the behavior change of the model.

More specifically, the oil temperature TATF is changed from -30 ° C. to + 140 ° C., and the clutch clearance CL is increased by a predetermined amount from the median value (standard value, equivalent to a new product) in the enlargement direction (in other words, the deterioration direction). The clutch friction coefficient μ is also changed by a predetermined amount in the decreasing direction (deteriorating direction) from the median value (standard value, equivalent value of a new product) by a predetermined amount, thereby causing the model (the model shown in FIG. 21). Calculate changes in behavior.

That is, first, a change in model behavior when the oil temperature TATF is set to −30 ° C. and the clutch clearance CL and the clutch friction coefficient μ are set to the median is calculated. Next, the temperature was changed to −29 ° C., and the model behavior change when the clutch clearance CL and the clutch friction coefficient μ were set to the median value was calculated. Similarly, the oil temperature TATF was set to 1 ° C. while fixing the other parameters to the median value. Calculate the model behavior change when changing each time.

Similarly, the clutch clearance CL is changed by a predetermined amount in the enlargement direction, and the oil temperature TATF is reduced by -30.
° C, and the model behavior change when the clutch friction coefficient μ is set to the median value is calculated.
Is further changed in the expanding direction by a predetermined amount, and the oil temperature TA is changed.
When TF is set to −30 ° C., and the model behavior change when the clutch friction coefficient μ is set to the median value is calculated, the clutch clearance CL is changed by a predetermined amount in the enlargement direction while fixing other parameters in the same manner. Is calculated.

Similarly, the clutch friction coefficient μ is also changed by a predetermined amount in the decreasing direction, and a change in model behavior when the oil temperature TATF is set to −30 ° C. and the clutch clearance CL is set to the center value is calculated. μ is further reduced by a predetermined amount, and the oil temperature TATF
Is set to −30 ° C., and the model behavior change when the clutch clearance CL is set to the median value is calculated. Hereinafter, similarly, when the other parameters are fixed, the clutch friction coefficient μ is changed by a predetermined amount in the decreasing direction. Calculate the model behavior change.

Next, after all the simulations executed while changing the parameters are completed, the results are processed offline using the host computer 44, and the ECU 3
The data of No. 2 is evaluated in parameter units, and based on the result of the evaluation, the shift failure event that occurs is predicted.

Since the amount of calculation of the change in the model behavior due to the change in the parameter becomes enormous, the change in the model behavior due to the calculated parameter change is stored as a database. As a result, the amount of calculation when executing the durability deterioration simulation for another transmission can be reduced, and the simulation time can be shortened.

FIG. 26 is an explanatory view showing an example in which the durability deterioration simulation is applied, and shows an example in which the clutch clearance CL is set to be increased as a parameter (durability deterioration factor).

In the endurance deterioration simulation, the ECU
Since a shift failure event (occurrence of engine speed spike) was predicted in the data of 32 (shift control algorithm), the data of the ECU 32 was improved and the durability degradation simulation was executed again to confirm the reliability of the data of the ECU 32. An example in which an actual durability deterioration test (bench test using an actual engine) is performed will be described. The study (verification) period by the durability deterioration simulation was 5.5 days.

Explaining the test period, conventionally,
After conducting a preliminary test for about 20 days, for example, by making a prototype of the transmission T to determine the quality of the data (shift control algorithm) of the ECU 32, the actual durability deterioration test (using an actual engine) was performed for several months. Had bench tests).

On the other hand, in this embodiment,
As described above, since the occurrence of the shift failure event is predicted through the durability deterioration simulation, the trial manufacture and the preliminary test of the transmission T can be omitted. In other words, instead of the preliminary test that took about 20 days,
Since it is sufficient to execute the 5.5-day durability degradation simulation, the test period and the number of steps can be reduced by about 14 days. Therefore, the development efficiency can be improved, and the cost required for verifying the merchantability can be reduced.

FIG. 27 is a simulation result of durability deterioration.
More specifically, it is a data diagram showing an example in which the results of the endurance deterioration simulation are analyzed offline using the host computer 44, after 38/313 cycles (after virtual running) and after 251/313 cycles (after virtual running). The change of the clutch friction coefficient μ (clutch control oil pressure characteristic) in the above-mentioned characteristics is shown. The figure shows the 2nd speed clutch (ON side) in the upshift from the 1st speed to the 2nd speed, and an average of 0.01 deterioration was observed (predicted).
Indicates that

FIG. 28 shows the results of a simulation of durability deterioration.
More specifically, it is a data diagram showing the results of offline analysis using the host computer 44 of the amount of change in the clutch friction coefficient μ before deterioration for each throttle opening THHF. In the upshift from the second speed to the second speed, the friction coefficient μ of the second speed clutch showed a variation range of 0.02 (predicted).
Indicates that

FIG. 29 is a data diagram showing the result of executing the durability deterioration simulation in the case shown in FIG. 27. The durability when the clutch clearance CL which is one of the parameters (durability deterioration factor) is increased (deteriorated) is shown. FIG. 7 is a data diagram showing a deterioration simulation result. As shown, the engine speed ωE rises (150 rpm).
Indicates (predicted).

Returning to the description of the flow chart of FIG. 6, the program then proceeds to S30, in which the shift control algorithm is corrected based on the estimated characteristic characteristic value until the predicted shift malfunction event is resolved, that is, the ECU 32 The durability deterioration simulation is repeated while changing the ROM data.

FIG. 30 is a subroutine flow chart showing an example of a countermeasure process when a shift failure event is predicted.

In the following, in the first simulation of endurance deterioration, when it is predicted that the engine speed will increase as shown in FIG. 29, the shift control algorithm (data of the ECU 32) is corrected by adjusting the OFF shelf pressure and the like (data of the ECU 32). Change) will be described as an example.

In the following, it will be described that at S200
It is determined whether or not the shelf pressure on the (off) side (indicated by a circled number 3 in FIG. 5) is low. This is performed by determining whether or not the off-side clutch torque TCoff obtained through the simulation is smaller than the transmission input torque Tt, as shown in FIG.

When the result in S200 is affirmative, the program proceeds to S202, in which the shelf pressure on the OFF side is increased to, for example, Tt.
4 and the durability deterioration simulation is executed again.
Proceeding to 206, it is determined whether or not the engine speed is increased and the engine speed is less than 50 rpm. When the result in S206 is affirmative, the subsequent processing is skipped because the trouble event has been resolved.

On the other hand, when the result in S206 is NO, S is repeated.
Returning to 200, the result is denied and the process proceeds to S208.
As shown in FIG. 2, the determination is made by determining whether or not the holding time (shown by a circled number 4 in FIG. 5) T1 of the shelf pressure on the OFF side obtained by the simulation is less than a predetermined value T2.

When the result in S208 is affirmative, the program proceeds to S210, in which the OFF-side shelf pressure holding time T1 is extended to, for example, T2, the program proceeds to S204, the durability deterioration simulation is executed again, and the program proceeds to S206 to increase the engine speed. Is generated and it is determined whether or not the blowing rotation speed is less than 50 rpm. S
If the result in step 206 is affirmative, the subsequent processing is skipped because the trouble event has been resolved.

On the other hand, when the result in S206 is NO, S is repeated.
Returning to 200, the result is negative and the operation proceeds to S208, and the operation is also denied and the operation proceeds to S212 to determine whether or not the ON-side preparation pressure (indicated by a circle 3 in FIG. 4) obtained by the simulation shown in FIG. 33 is low. to decide.

This is performed by determining whether the sum of the ON-side clutch torque TCon and the OFF-side clutch torque TCoff obtained by the simulation exceeds the transmission input torque Tt, as shown in FIG. That is, O
This is because when the N-side and OFF-side clutch torques fall below the transmission input torque, the engine speed increases.

When the result in S212 is affirmative, the program proceeds to S214, in which the ON-side preparation pressure is increased, the program proceeds to S204, the durability deterioration simulation is executed again, and the program proceeds to S206.
The engine speed rises and the engine speed is 50r
pm is determined. When the result in S206 is affirmative, the subsequent processing is skipped because the trouble event has been resolved.

On the other hand, when the result in S206 is NO, S is repeated.
Returning to S200, S200, S208, and S212 are denied, and the process proceeds to S216. As shown in FIG. 34, the ON-side preparation pressure holding time obtained by the simulation (shown by a circled number 4 in FIG. This is performed by determining whether or not T3 is less than the predetermined time T4.

When the result in S216 is affirmative, the program proceeds to S218, in which the ON-side preparation pressure holding time T3 is extended to, for example, T4, the program proceeds to S204, the durability deterioration simulation is executed again, and the program proceeds to S206 to increase the engine speed. Is generated and it is determined whether or not the blowing rotation speed is less than 50 rpm.

When the result in S206 is affirmative, the subsequent processing is skipped because the trouble event has been resolved. When the result is denied, the process returns to S200, and the above processing is repeated until the result in S206 is negative.

As described above, by individually adjusting, the transmission control algorithm stored in the ECU 32, that is, the data of the ECU 32 can be corrected to the minimum, that is, the necessary minimum correction amount. By making such a correction, in the case of the example shown in FIG. 29, it is possible to eliminate the rising of the engine rotation (a malfunction phenomenon of the shift) as shown in FIG.

FIG. 36 is a diagram in which the example shown in FIG. 35 and FIG. 29 are overwritten, and as a result of predicting the occurrence of a shift failure event in the endurance deterioration simulation, the shift control algorithm stored in the ECU 32 is modified ( An example is shown in which the shift deterioration problem is eliminated by repeating the durability deterioration simulation while improving).

As shown in FIG. 24, after this, an actual durability deterioration test (bench test using an actual engine) is executed to verify the merchantability of the transmission T.

Actually, as far as the inventors have found, the expected performance can be confirmed by an actual durability deterioration test.
Preliminary tests could be omitted.

As described above, in this embodiment, the actual EC
Since only the U32 is used to simulate the durability deterioration test of the transmission T, it is possible to omit the trial production and the preliminary test of the transmission T, and to replace the preliminary test which took about 20 days with 5.5. It suffices to run a simulation of endurance deterioration on a day.

Accordingly, the test period and man-hours can be reduced by about 14 days, so that the development efficiency can be improved and the cost required for verifying the merchantability can be reduced. Further, reliability for durability can be improved.

Further, by executing the simulation using the same ECU as that used for the actual durability deterioration test, the development efficiency can be further improved and the cost can be further reduced. Also, by performing a simulation in a time close to the actual shift, the development efficiency can be further improved and the cost can be further reduced.

Further, since the change in the model behavior due to the change of the parameter is stored as a database, it is possible to reduce the amount of calculation when executing the durability deterioration simulation for another transmission next. The simulation time can be shortened, and the development efficiency can be further improved.
Cost can be further reduced.

Further, a simple hydraulic model (second model) which describes the operation of the clutch exhibiting a non-linear behavior is created, and the input (energization command value IAC)
T (supply oil pressure command value QAT equivalent value)) is a predetermined value IREF
When the elapsed time TIMER exceeds the predetermined time (transfer function) α1, an input equivalent value (in other words, a model output) is output and a gain (transfer function) α2 to be multiplied by the input equivalent value Needs only to be determined so that the model output matches the model input (estimated clutch pressure) obtained based on the shift transient simulation model (first model), so the second model has a simple configuration. As a result, the simulation time can be reduced to about 4 seconds, and the simulation can be executed in a time almost close to the actual speed change state completed in about 1.5 seconds.

Further, the transfer function, that is, the predetermined time α
1 and the gain α2 are configured to be stored in a searchable manner from predetermined parameters such as the oil temperature TATF. Therefore, even when the mounted vehicle is different and the clutch is different, the operating oil amount of the dead volume of the clutch is measured. By resetting the characteristics of the parameters used for the search for the predetermined time α1 and the gain α2, the simulation can be performed in the same time, and the versatility as a development support device can be improved.

Further, during the predetermined time α1, it is not necessary to calculate the output of the second simulator 40a, so that the load on the second simulator 40a can be reduced, thereby enabling real-time simulation. And can be executed in a time almost close to the actual shift state.

As described above, in the present embodiment, the engine is connected to the internal combustion engine (engine E) mounted on the vehicle 12, and based on at least the throttle opening THHF, the vehicle speed V, and the oil temperature TATF in accordance with the shift control algorithm. A control device (ECU 32) for a vehicular automatic transmission (transmission T) for shifting the output of the internal combustion engine through a hydraulic actuator including a friction engagement element (clutch 20) and transmitting the output to drive wheels 14 of the vehicle. In the development support device, a control device (ECU) for the automatic transmission of the vehicle is provided.
32), and the characteristics of the automatic transmission (drive shaft torque TD) when the speed is changed according to the speed change control algorithm.
S, a characteristic analyzing means (second simulator 40a, S22) for analyzing a clutch operating hydraulic characteristic (clutch coefficient of friction μ, etc.), and more specifically, its characteristic value (initial value or characteristic); A parameter extracting means (second simulator 40a, S24) for extracting parameters (oil temperature TATF, clutch clearance CL and clutch friction coefficient μ) which affect the analyzed characteristics when the durability is deteriorated; A durability deterioration simulation is performed using a model (real-time shift transient simulation model) describing the behavior of the vehicle, the internal combustion engine, and the automatic transmission, and a shift failure event that occurs is determined based on a change in the behavior of the model. Shift malfunction event predicting means (second simulator 40a) , S26, S28) and a shift control algorithm correcting means for correcting the shift control algorithm based on the measured characteristic value while repeating the durability deterioration simulation until the predicted shift malfunction event is resolved. (Second simulator 40a, S30, S200 to S218).

Further, the shift malfunction event predicting means includes a database creating means (second simulator 40a, host computer 44) for storing as a database a change in the behavior of the model when the value of the extracted parameter is changed. , S28).

The shift control algorithm correcting means is configured to correct the shift control algorithm with a minimum correction amount (second simulators 40a, S30, S200 to S218).

The parameter is at least one of a hydraulic oil temperature TATF of the automatic transmission, a clearance of the friction engagement element (clutch clearance CL), and a friction coefficient of the friction engagement element (clutch friction coefficient μ). It was constituted so that it might be.

Further, the shift malfunction event predicting means includes a control device (E) for the automatic transmission (transmission T).
CU32), and inputs the shift control algorithm. Based on the input shift control algorithm, more specifically the value QATNUM therein, the supply oil pressure command value QAT (QATON or QATOFF, or a corresponding linear solenoid Power supply command value IA to 62
CT) (the control system design tool 34a, S10 to S12) for outputting the supply hydraulic pressure command value QAT (more specifically, the power supply command value IACT corresponding to the linear solenoid 62). Then, based on a first model (shift shock simulator model) describing the operation of the entire system including the automatic transmission, a friction engagement element (clutch 20) of the automatic transmission is changed according to the supply hydraulic pressure command value. Estimated effective pressure calculation means (first simulator 36a, S14) for calculating an estimated effective pressure (estimated clutch pressure PCL) that may occur, and a second model (simple model) describing the operation of the friction engagement element (clutch). Based on the hydraulic pressure model), an output y (hydraulic output value) calculated according to the supply hydraulic pressure command value (input x, that is, energization command value IACT) is estimated. It said to match the effective pressure second
Transfer function (predetermined time α1 and gain α2)
And a hydraulic transfer function modeling means (host computer 44, second simulator 40a, S16) for retrievably storing the transfer function from predetermined parameters (such as oil temperature TATF), and the first model and The system is configured to include a model creating means (second simulator 40a, S18) for creating the model from the second model.

In the above, the parameter is set to the oil temperature TAT.
Although F, clutch clearance CL and clutch friction coefficient μ were used, it is not absolutely necessary to use all three of them. In that sense, in the claims, at least one of the hydraulic oil temperature, the clearance of the friction engagement element, and the friction coefficient of the friction engagement element is described.

The oil temperature TATF, the clutch clearance CL, and the clutch friction coefficient μ are merely examples, and the degree of influence on the characteristics when the transmission T deteriorates in durability, more specifically, on the shift event determined from the characteristics is high. Any factor may be used as long as it is a durability deterioration factor.

[0146]

According to the first aspect of the present invention, the characteristics of the automatic transmission are analyzed by inputting a shift control algorithm, and parameters affecting the analyzed characteristics when the automatic transmission deteriorates in durability are determined. Extraction, a durability degradation simulation is performed based on a model that describes the behavior of an automatic transmission or the like while changing parameters, and the resulting shift malfunction event is predicted, and until the predicted shift malfunction event is resolved. Since the shift control algorithm is modified while repeating the durability deterioration simulation, it is possible to reduce the time and man-hours for the trial production of an automatic transmission or the actual test (bench test using an actual engine). Thereby, the development efficiency can be improved, and the cost required for verifying the merchantability can be reduced.

According to a second aspect of the present invention, a change in the behavior of the model when the value of the extracted parameter is changed is obtained and stored as a database. In other words, modeling is performed and the result is stored as a database. With this configuration, it is possible to reduce the amount of calculation when, for example, executing a durability deterioration simulation for another automatic transmission, thereby shortening the durability deterioration simulation time and further improving the development efficiency. In addition to this, the cost required for verifying the merchantability can be further reduced.

In the third aspect, the shift control algorithm is configured to be modified with the minimum correction amount, so that the amount of calculation for executing the durability deterioration simulation can be reduced, and thereby the durability deterioration simulation time can be reduced. Can be further improved, and the development efficiency can be further improved, and the cost required for verifying the merchantability can be further reduced.

In the present invention, the parameter is at least one of the operating oil temperature, the clearance of the frictional engagement element, and the friction coefficient of the frictional engagement element. Sometimes, a durability deterioration factor having a high degree of influence on a characteristic, more specifically, a shift event determined from the characteristic is used, so that it is possible to accurately predict whether or not a shift failure event has occurred.

According to the fifth aspect, based on a first model describing the operation of the entire system including the automatic transmission, a friction engagement element of the automatic transmission will occur in response to a supply oil pressure command value. An estimated effective pressure is calculated, and based on a second model describing the operation of the friction engagement element, the output calculated in accordance with the supply oil pressure command value is adjusted to the second effective model so as to match the estimated effective pressure. The transfer function of the model is set, and the stored shift control algorithm is simulated and verified / evaluated based on a model obtained by incorporating the second model into the first model. For example, it is sufficient if a second model describing the operation of the friction engagement element exhibiting a non-linear behavior is created so that its transfer function matches the estimated effective pressure obtained based on the first model. So 2 models since it suffices a simple structure, it is possible to reduce the simulation time,
It can be executed in a time almost close to the actual shift state. Therefore, the development efficiency can be further improved, and the cost required for verifying the merchantability can be further reduced.

[Brief description of the drawings]

FIG. 1 is a schematic diagram generally showing a development support device for a control device for a vehicle automatic transmission according to one embodiment of the present invention.

FIG. 2 is a skeleton diagram of the automatic transmission for a vehicle shown in FIG. 1;

FIG. 3 is an explanatory diagram showing both-side communication between a control system design tool and an ECU shown in FIG. 1;

4 is a time chart showing ON (engagement) side supply hydraulic pressure command values calculated and output by the control system design tool shown in FIG. 1;

5 is a time chart showing an OFF (release) side supply oil pressure command value calculated and output by the control system design tool shown in FIG. 1;

FIG. 6 is a flowchart showing the operation of the development device of FIG. 1;

FIG. 7 is an explanatory diagram partially showing a test control model (hydraulic circuit design model) created in the process of the flow chart of FIG. 6;

FIG. 8 is a data diagram showing a result of an actual device test performed in the process of the flowchart in FIG. 6;

FIG. 9 is a block diagram showing a shift transient simulation model (first model) created in the process of the flowchart in FIG. 6;

10 is a time chart showing input conditions of a supply oil pressure command value in an actual machine test analysis process in the process of the flow chart of FIG. 6;

11 is a data diagram showing a test result such as an estimated clutch effective pressure which may occur in a clutch in response to input of a supply oil pressure command value in an actual machine test analysis process in the process of the flow chart of FIG. 6;

FIG. 12 is a data diagram illustrating a hydraulic oil transfer function modeling in the process of the flow chart of FIG. 6 and a measurement result of a hydraulic oil amount in a dead volume of the clutch.

FIG. 13 is a block diagram showing a simplified hydraulic model (second model) created by hydraulic transfer function modeling in the processing of the flow chart of FIG. 6;

FIG. 14 is a subroutine flowchart showing a transfer function determining process of the simplified hydraulic model shown in FIG. 13;

FIG. 15 is an explanatory graph showing map characteristics of a transfer function (predetermined time α1) used in the flow chart of FIG.

FIG. 16 is an explanatory graph showing map characteristics of a transfer function (gain α2) used in the flow chart of FIG.

FIG. 17 is a block diagram showing a configuration of a block Z1 in the block diagram of FIG. 13;

FIG. 18 is a block diagram showing a configuration of a block Z3 in the block diagram of FIG.

19 is a block diagram showing a configuration of a multiplication stage Z4 in the block diagram of FIG.

FIG. 20 is a data diagram showing an output result of the block diagram of FIG. 13;

FIG. 21 is a block diagram similar to FIG. 9, showing a real-time shift transient simulation model (first model) created by the processing of the flow chart of FIG. 6;

FIG. 22 is a data diagram showing a result of a real-time simulation in the processing of the flowchart in FIG. 6;

FIG. 23 is an explanatory diagram schematically showing a modification of a shift control algorithm by a durability deterioration simulation performed using a shift transient simulation model created by the process of the flowchart in FIG. 6;

24 is an explanatory view operatively showing correction of a shift control algorithm by a durability deterioration simulation performed using a shift transient simulation model created in the process of the flowchart of FIG. 6.

FIG. 25 is an explanatory diagram showing an analysis result of a real machine test performed in the processing of the flowchart in FIG. 6;

FIG. 26 is an explanatory diagram showing an example in which a durability deterioration simulation performed in the processing of the flowchart in FIG. 6 is applied.

FIG. 27 is a data diagram of a durability deterioration simulation result performed in the processing of the flow chart of FIG. 6;

28 is a data diagram of a simulation result of durability deterioration similarly performed in the processing of the flow chart of FIG. 6;

FIG. 29 is a data diagram of a durability deterioration simulation result performed in the process of the flow chart of FIG. 6 and shows a case where the engine speed is increased.

FIG. 30 is a subroutine flowchart showing a countermeasure process (correction work of a shift control algorithm) performed when a shift malfunction event is predicted, which is performed in the process of the flowchart in FIG. 6;
It is a chart.

FIG. 31 is an explanatory graph for explaining the processing of the flowchart in FIG. 30;

FIG. 32 is an explanatory graph similarly explaining the processing of the flowchart in FIG. 30.

FIG. 33 is an explanatory graph similarly explaining the processing of the flowchart in FIG. 30;

FIG. 34 is an explanatory graph similarly explaining the processing of the flowchart in FIG. 30.

FIG. 35 is a data diagram showing a case in which the case shown in FIG. 29 is corrected to eliminate the shift failure event by the correction operation of the shift control algorithm performed in the processing of the flowchart of FIG. 6;

FIG. 36 is a data diagram in which the examples shown in FIGS. 35 and 29 are overwritten, and shows a case where a shift malfunction event is eliminated by a modification operation of a shift control algorithm performed in the processing of the flowchart of FIG. 6;

[Explanation of symbols]

E Internal combustion engine (engine) T Automatic transmission (transmission) 10 Development support system for automatic transmission control device for vehicle 12 Vehicle 14 Input / output interface 20 Clutch (friction engagement element; hydraulic actuator) 32 ECU (electronic control unit). Control device) 34 Microcomputer 34a Control system design tool 36 Second microcomputer 36a First simulator 40 Third microcomputer 40a Second simulator 44 Host computer 62 Linear solenoid

 ──────────────────────────────────────────────────続 き Continuing on the front page (72) Inventor Shoichi Suzuki 1-4-1 Chuo, Wako-shi, Saitama Prefecture Inside Honda R & D Co., Ltd. (72) Inventor Tsutomu Kamiyamaguchi 1-4-4 Chuo, Wako-shi, Saitama No. 1 Inside Honda R & D Co., Ltd. (72) Inventor Tetsu Terayama 1-4-1 Chuo, Wako-shi, Saitama Pref. Inside Honda R & D Co., Ltd. (72) Koichi Yoda 1-4-4 Chuo, Wako-shi, Saitama Pref. No. 1 F-term in Honda R & D Co., Ltd. (reference) 3J552 MA01 NA01 NB01 PA00 RA02 SA02 SA56 5B046 AA04 JA04 KA05

Claims (5)

[Claims] 1. A vehicle connected to an internal combustion engine mounted on a vehicle,
An automatic transmission for a vehicle that shifts the output of the internal combustion engine via a hydraulic actuator including a friction engagement element based on at least a throttle opening, a vehicle speed, and an oil temperature according to a shift control algorithm and transmits the output to drive wheels of the vehicle. In the control device development support device, a. A characteristic analysis unit that is connected to a control device of the automatic transmission of the vehicle, receives the shift control algorithm, and analyzes characteristics of the automatic transmission when a shift is performed according to the shift control algorithm; b. Parameter extracting means for extracting a parameter that affects the analyzed characteristic when the automatic transmission deteriorates in durability; c. A shift that predicts a shift failure event to occur based on a change in the behavior of the model based on a model describing the behavior of the vehicle, the internal combustion engine and the automatic transmission while changing the parameter; Failure event prediction means; and d. Until the predicted shift malfunction event is resolved,
A shift control algorithm correcting unit that corrects the shift control algorithm based on the analyzed characteristic while repeating the durability deterioration simulation; 2. The shifting malfunction event predicting means: e. 2. The control of the vehicle automatic transmission according to claim 1, further comprising: a database generating unit that obtains a change in the behavior of the model when the value of the extracted parameter is changed and accumulates the change as a database. Equipment development support equipment. 3. The speed change control algorithm modifying means,
3. The development support device for a control device for an automatic transmission for a vehicle according to claim 1, wherein the shift control algorithm is modified with a minimum correction amount. 4. The apparatus according to claim 1, wherein the parameter is at least one of a hydraulic oil temperature of the automatic transmission, a clearance of the friction engagement element, and a friction coefficient of the friction engagement element. 4. A development support device for a control device for a vehicle automatic transmission according to any one of claim 3. 5. The system according to claim 1, wherein the malfunction event prediction means includes: f. Supply oil pressure command value output means connected to the control device of the automatic transmission for inputting the shift control algorithm and outputting a supply oil pressure command value based on the input shift control algorithm; g. The supply oil pressure command value is input, and is generated in a friction engagement element of the automatic transmission according to the supply oil pressure command value based on a first model that describes an operation of the entire system including the automatic transmission. Estimated effective pressure calculation means for calculating the estimated wax effective pressure, h. Based on a second model describing the operation of the friction engagement element, a transfer function of the second model is set so that an output calculated according to the supply oil pressure command value matches the estimated effective pressure. And hydraulic pressure transfer function modeling means for retrievably storing the transfer function from predetermined parameters, and i. The control device for an automatic transmission for a vehicle according to any one of claims 1 to 4, further comprising: model creation means for creating the model from the first model and the second model. Development support equipment.