JP4843631B2 - Control device for automatic transmission - Google Patents

Description

  The present invention relates to a control device for an automatic transmission that defines an upper limit of torque input from a power unit during gear shifting.

Conventionally, an engine output torque (hereinafter referred to as “engine torque”) is set to an upper limit value during the upshift to prevent engine blow-off when the accelerator is depressed during the upshift. A control device for an automatic transmission that controls the throttle valve in the valve closing direction is known. Specifically, when the upshift is a power-on upshift, the engine torque is limited to the value at the start of the shift, and when the upshift is a power-off upshift, the engine torque is The value is limited to a predetermined value larger than the value (see, for example, Patent Document 1).
JP 2003-184594 A

  However, in the conventional automatic transmission control device, only a fixed upper limit value is set for the engine torque during the shift in both the power-on upshift and the poweroff upshift. . For this reason, when the accelerator is depressed during an upshift, if a high upper limit value is set, an oil pressure surge (flow of oil in the hydraulic system) is caused by a sudden change in oil pressure accompanying an increase in input torque to the automatic transmission. If the upper limit value is set to a low value, the increase in engine torque is limited regardless of the driver's accelerator pedal depression, and the engine startup response There was a problem of worsening and drivability.

  The present invention has been made paying attention to the above-mentioned problem, and is intended to achieve both prevention of hydraulic surge and securing of rising response of the power unit torque when the accelerator is depressed from the coasting state during shifting. An object of the present invention is to provide a control device for an automatic transmission that can be used.

In order to achieve the above object, in the automatic transmission control device of the present invention, a shift for controlling the hydraulic pressure applied to the frictional engagement element to engage and release the frictional engagement element and execute a shift to each gear stage. Hydraulic control means, and power unit torque limit value setting control means for setting a power unit torque limit value that defines an upper limit of torque input from the power unit during shifting are provided.
And the lower limit torque setting part which sets the lower limit torque by a positive value as a lower limit of the power unit torque limit value is provided,
A limiting gradient value setting control unit is provided that sets the limiting gradient value in the inertia phase to a value larger than the limiting gradient value in the torque phase among the limiting gradient values that are the rising gradient rate of the power unit torque limiting value.
The power unit torque limit value setting control means is configured to increase a value obtained by increasing the lower limit torque based on the limit gradient value set by the limit gradient value setting control unit when the power unit torque is increased from a coasting state. It is set as a value.

Therefore, in the control device for an automatic transmission according to the present invention, the lower limit torque is set as a lower limit value of the power unit torque limit value in the lower limit torque setting unit. In the limiting gradient value setting control unit, the limiting gradient value in the inertia phase among the limiting gradient values that are the rising gradient rate of the power unit torque limiting value is set larger than the limiting gradient value in the torque phase. In the power unit torque limit value setting control means, when the power unit torque increases from the coasting state, a value increased from the lower limit torque based on the limit gradient value set by the limit gradient value setting control unit is used as the power unit torque limit value. Is set.
For this reason, when the power unit torque rises due to the accelerator depressing operation in a coasting state in which the power unit torque is negative, the difference between the negative power unit torque and the positive lower limit torque increases, and the negative power unit torque increases to the positive torque range. Is allowed to start up to the lower limit torque, so that the rising response of the power unit torque is ensured.
The rising power unit torque is limited by the power unit torque limit value increased from the lower limit torque based on the limit gradient value set by the limit gradient value setting control unit, and the limit gradient value in the inertia phase is It is set to a value larger than the limit gradient value. For this reason, the engine torque rise gradient is suppressed in the torque phase, and the restriction on the engine torque rise gradient is relaxed compared to the torque phase in the inertia phase, thereby preventing the occurrence of hydraulic surges and the feeling of lack of acceleration. Can be achieved.
As a result, when the accelerator is depressed from the coasting state during gear shifting, it is possible to achieve both prevention of the occurrence of hydraulic surge and ensuring the rising response of the power unit torque.

  Hereinafter, the best mode for realizing a control device for an automatic transmission according to the present invention will be described based on a first embodiment shown in the drawings.

First, the configuration will be described.
FIG. 1 is an overall view showing an integrated control system for an engine and an automatic transmission in an engine vehicle to which the control apparatus for an automatic transmission according to the first embodiment is applied. FIG. 2 is an upshift pattern diagram illustrating an example of an upshift shift line set in the automatic transmission control unit of the automatic transmission control apparatus according to the first embodiment.

  As shown in FIG. 1, an integrated control system for an engine and an automatic transmission to which an automatic transmission control device according to the first embodiment is applied includes an engine 1 (power unit), a torque converter 2, an automatic transmission 3, A transmission output shaft 4, an engine torque control actuator 5, a control valve unit 6, an engine control unit 7, an automatic transmission control unit 8, and an intercommunication line 9 are provided.

  The engine 1 injects fuel according to the throttle opening of an electric throttle valve that opens and closes according to an accelerator operation amount, and rotationally drives the engine output shaft with engine torque according to the fuel injection amount. The engine 1 is provided with an engine torque control actuator 5, and when a torque down control signal is inputted from the engine control unit 7, the electric throttle valve is controlled in the closing direction in preference to the accelerator operation amount, and the fuel is controlled. Reduce engine output by reducing the injection amount.

  The torque converter 2 is installed between the engine 1 and the automatic transmission 3, and includes a pump impeller 21 connected to the engine output shaft, a turbine runner 22 connected to the automatic transmission input shaft, and a one-way clutch in the transmission case. 23, and a stator 24 provided through 23.

  The automatic transmission 3 shifts the input rotational speed from the turbine runner 22 of the torque converter 2 to a plurality of stages by changing the torque transmission path in the gear train (not shown), and the output rotational speed after the shift is changed to the transmission output shaft. 4 to the drive system from tire to tire. The automatic transmission 3 is connected to a rotating member of a gear train for each shift stage, such as a first friction engagement element 31 (an engagement element during upshifting) and a second friction engagement element 32 (a release element during upshifting). There are a plurality of frictional engagement elements that can be fixed or fixed, and the speed change operation is performed by changing over the two frictional engagement elements. Further, the automatic transmission 3 is provided with a control valve unit 6 in which various valves (spool valves, solenoid valves, etc.), accumulators and the like for controlling hydraulic pressures to a plurality of friction engagement elements at the time of shifting are centrally arranged.

  The engine control unit 7 is an electronic control unit that performs control of fuel injection by outputting control commands to various control actuators while inputting engine-related information. In the engine control unit 7, when a torque down command is input from the automatic transmission control unit 8, a torque down control signal corresponding to the torque down command is output to the engine torque control actuator 5.

  The automatic transmission control unit 8 is connected to the engine control unit 7 through a mutual communication line 9, and also includes a throttle opening sensor 10, a vehicle speed sensor 11, a turbine speed sensor 12, an accelerator operation amount sensor 13, and an engine speed. Necessary information is input from the sensor 14 and other sensors / switches 15.

  This automatic transmission control unit 8 uses a shift pattern (shift diagram) representing the shift characteristics of the automatic transmission, and the vehicle operating point (a point determined by the throttle opening and the vehicle speed) is downshifted on the shift pattern. When a line is crossed, a downshift command is issued, and when an upshift line is crossed, an upshift command is issued to perform shift control. For example, in the case of an upshift, an upshift pattern diagram as shown in FIG. 2 stored in advance in the automatic transmission control unit 8 is used as a shift diagram.

Further, the engine control unit 7 and the automatic transmission control unit 8 are connected by the mutual communication line 9 so that the overall control of the engine 1 and the automatic transmission 3 is performed. That is, on one automatic transmission control unit 8 side, an engine torque limit value (= input torque upper limit value to the automatic transmission 3) is set, and the torque is reduced when the actual engine torque exceeds the set engine torque limit value. Decide on a directive. On the other engine control unit 7 side, based on the torque down command input from the automatic transmission control unit 8, torque down control is performed to reduce the output torque of the engine 1 when necessary.
The automatic transmission control unit 8 executes engine torque limit value setting control for setting an optimum engine torque limit value corresponding to the accelerator depressing operation or the accelerator re-depressing operation during the upshift.

  FIG. 3 is a flowchart showing the flow of the limit gradient value setting control process executed by the automatic transmission controller 8 according to the first embodiment (limit gradient value setting control unit). FIG. 4 is a diagram illustrating a setting example of limit gradient values set in each phase of the shift phase by the limit gradient value setting control process executed by the automatic transmission controller 8 according to the first embodiment. Hereinafter, each step of FIG. 3 will be described.

  In step S301, it is determined whether an upshift command is output. If YES (upshift command output is present), the process proceeds to step S302. If NO (upshift command output is not present), the process proceeds to return. .

In step S302, following the determination in step S301 that there is an upshift command output, the throttle opening from the throttle opening sensor 10 is set to a set opening c (for example, c = 2/8 to 3/8 opening). If YES (throttle opening <c), the process proceeds to step S302. If NO (throttle opening ≧ c), the process proceeds to return.
Here, the set opening degree c is a threshold value for determining whether or not the automatic transmission 3 has a certain amount of input torque. When the throttle opening degree is equal to or larger than the set opening degree c, there is a certain amount of input torque. Even if the input torque rises, there is no sudden change in hydraulic pressure that would cause a hydraulic surge, so the engine torque rise gradient is not limited.

In step S303, following the determination in step S302 that the throttle opening is smaller than c, it is determined whether or not the standby phase is the upshift start region. If YES, the process proceeds to step S304, and NO is determined. In this case, the process proceeds to step S305.
Whether or not the standby phase is set is determined by, for example, timer management that determines whether the elapsed time from the output of the upshift command is within a preset standby time or has passed the standby time. Done.

In step S304, following the determination of the standby phase in step S303, the limiting gradient value in the standby phase A is set, and the process returns to step S303.
Here, as the limiting gradient value LimRmp in the standby phase A, for example, a value of LimRmp = 0 is set as shown in FIG.

In step S305, following the determination that the engine is not in the standby phase in step S303, it is determined whether or not the engine is in the torque phase in which the engine speed does not change and the torque sharing changes. If YES, the process proceeds to step S306. If NO, the process proceeds to step S307.
Whether the torque phase is present or not is determined by the ratio of the input rotational speed of the automatic transmission 3 obtained by the turbine rotational speed sensor 12 and the output rotational speed of the automatic transmission 3 obtained by the vehicle speed sensor 11 to the gear ratio. For example, Gr is calculated, and the value of the gear ratio Gr is monitored after the end of the standby phase, and the gear ratio management is performed to determine whether the gear ratio Gr has started to change.

In step S306, following the determination that the torque phase is in step S305, the limiting gradient value in torque phase B is set, and the process returns to step S303.
Here, as the limiting gradient value LimRmp in the torque phase B, for example, a value of LimRmp = 4 is set as shown in FIG.

In step S307, following the determination that it is not the torque phase in step S305, it is determined whether or not the inertia phase (inertia) of the engine rotation system changes, that is, the inertia phase in which the engine speed changes. If YES, the process proceeds to step S308. If NO, the process proceeds to step S309.
The determination as to whether the phase is an inertia phase is performed by monitoring the value of the gear ratio Gr after the torque phase ends, for example, and determining whether the gear ratio Gr has reached the gear ratio of the gear position after the upshift. It is done by gear ratio management.

In step S308, following the determination that the phase is an inertia phase in step S307, a limiting gradient value in the inertia phase C is set, and the process returns to step S303.
Here, as the limiting gradient value LimRmp in the inertia phase C, for example, a value of LimRmp = 8 is set as shown in FIG. That is, in the inertia phase C, the limit gradient value LimRmp in the torque phase B is set to a value larger than 4.

In step S309, following the determination in step S307 that the phase is not an inertia phase, it is determined whether or not the phase is an end phase until the engagement hydraulic pressure control in the upshift ends after shifting, and if YES, The process proceeds to step S310, and if NO, the process proceeds to return.
Whether or not the phase is the end phase is determined by, for example, timer management of whether the elapsed time from the end of the inertia phase is within a preset shift end time or the shift end time has passed. Is done.

In step S310, following the determination of the end phase in step S309, the limiting gradient value in end phase D is set, and the process returns to step S303.
Here, as the limiting gradient value LimRmp in the end phase D, for example, a value of LimRmp = 32 is set as shown in FIG. That is, in the end phase D, for example, unless the accelerator is depressed again, the engine torque is set to allow a steep increase gradient.

  FIG. 5 is a flowchart showing the flow of the engine torque limit value setting control process executed by the automatic transmission controller 8 of the first embodiment. Each step will be described below (power unit torque limit value setting control means).

  In step S501, the throttle opening TVO from the throttle opening sensor 10, the accelerator operation amount ACC from the accelerator operation amount sensor 13, and the limiting gradient values LimRmp in the respective phases A to D set in the flowchart of FIG. Is transferred to step S502.

  In step S502, following the reading of the throttle opening TVO, the accelerator operation amount ACC, and the limit gradient value LimRmp in step S501, the driver request torque DrvReqT is calculated based on the accelerator operation amount ACC, and the process proceeds to step S503.

In step S503, it is determined whether or not it is the first calculation following the calculation of the driver request torque DrvReqT in step S502. If YES (not the first calculation), the process proceeds to step S504, and if NO (the first calculation). Proceeds to step S505.
That is, in the case of the first calculation, since there is no information on the previous engine torque limit value SlowTrqOld, the process proceeds to the limit process based on the driver request torque DrvReqT in steps S505 to S507.

  In step S504, following the determination that the calculation is not the first time in step S503, it is determined whether or not there is an accelerator stepping operation based on the accelerator operation amount ACC. If YES (stepping operation is present), the process proceeds to step S508. If NO (no stepping-in operation), the process proceeds to step S505.

In step S505, following the determination that the calculation is the first time in step S503, or the determination that the accelerator is not depressed in step S504, the value obtained by adding the variation α of the engine torque to the driver request torque DrvReqT is the lower limit. It is determined whether the torque is less than LimLo. If YES (DrvReqT + α <LimLo), the process proceeds to step S507. If NO (DrvReqT + α ≧ LimLo), the process proceeds to step S506.
Here, for example, a value of 50 Nm to 100 Nm is set as the variation α of the engine torque.

  In step S506, following the determination that DrvReqT + α ≧ LimLo in step S505, the engine torque limit value SlowTrq is set to a value obtained by adding the engine torque variation α to the driver request torque DrvReqT, and the process proceeds to return.

In step S507, following the determination that DrvReqT + α <LimLo in step S505, the engine torque limit value SlowTrq is set to the lower limit torque LimLo, and the process proceeds to return (lower limit torque setting unit).
Here, the lower limit torque LimLo is set to a positive value according to the type of upshift (1 → 2, 2 → 3, 3 → 4, etc.). This lower limit torque LimLo is set to a value of about 20 Nm, for example.

  In step S508, following the determination that the accelerator is depressed in step S504, it is determined whether or not the previous engine torque limit value SlowTrqOld matches the lower limit torque LimLo. If YES (SlowTrqOld = LimLo), step S510 is performed. If NO (SlowTrqOld ≠ LimLo), the process proceeds to step S509.

  In step S509, following the determination that SlowTrqOld ≠ LimLo in step S508, the engine torque limit value SlowTrq is set to a value obtained by adding the limit gradient value LimRmp to the previous engine torque limit value SlowTrqOld, and the process proceeds to return.

  In step S510, following the determination that SlowTrqOld = LimLo in step S508, the engine torque limit value SlowTrq is set to a value obtained by adding the limit gradient value LimRmp to the lower limit torque LimLo, and the process proceeds to return.

  FIG. 6 is a flowchart showing a flow of a calculation output process of a torque down command executed by the automatic transmission controller 8 according to the first embodiment. Each step will be described below.

  In step S601, the engine torque limit value SlowTrq set by the engine torque limit value setting control process shown in FIG. 5 and the fuel injection amount information at that time are read from the engine control unit 7, and the process proceeds to step S602.

  In step S602, following the reading of the engine torque limit value SlowTrq and the fuel injection amount information in step S601, the current engine torque Te is calculated from the read fuel injection amount information, and the process proceeds to step S603.

  In step S603, following the calculation of the engine torque Te in step S602, it is determined whether or not the engine torque Te is larger than the read engine torque limit value SlowTrq. If YES, the process proceeds to step S604, and NO is determined. If so, move on to return.

  In step S604, following the determination in step S603 that Te> SlowTrq, an engine torque deviation ΔTe is calculated by subtracting the engine torque limit value SlowTrq from the engine torque Te, and the process proceeds to step S605.

  In step S605, following the calculation of the engine torque deviation ΔTe in step S604, a torque down command for obtaining the engine torque deviation ΔTe is output to the engine control unit 7, and the process proceeds to return.

Next, the operation will be described.
First, “reason of occurrence of hydraulic surge and lack of acceleration” will be described, and then the operation in the control device of the automatic transmission according to the first embodiment will be referred to as “shifting hydraulic pressure control operation when depressing during shifting”, “limiting gradient” Value setting action "," engine torque limit value setting action when depressing during shifting "," limit gradient value setting control action when depressing during shifting "," lower limit torque setting control when engine torque increases from coasting condition " The operation will be divided into “operation”, “setting operation of engine torque limit value when re-depressing during shifting”, and “torque limit value tracking setting control operation when re-depressing during shifting”.

[Reason for hydraulic surge and lack of acceleration]
FIG. 7 is a time chart showing characteristics of the accelerator operation amount, the engine torque limit value, and the engine torque during the upshift when the first limit value or the second limit value is set as the engine torque limit value. FIG. 8 is a time chart showing characteristics of the accelerator operation amount, the engine torque limit value, and the engine torque during the upshift when the third limit value is set as the engine torque limit value.

  First, as described in Japanese Patent Application Laid-Open No. 2003-184594, when a constant limit value is set for the engine torque during upshifting, for example, as shown in FIG. If the accelerator is depressed during an upshift, the engine torque increases rapidly. At this time, if the first limit value is set as a moderately high value as the engine torque limit value, the engine torque value and the first limit value greatly deviate, and the engine torque remains at the start of the torque phase with a large torque change gradient rate. It soars from time t1 to near end time t2. In this case, a sudden increase in torque due to insufficient engine torque limitation directly causes an increase in input torque to the automatic transmission, and the hydraulic pressure changes suddenly as the transmission input torque increases, so that the hydraulic pressure in the region indicated by S in FIG. A surge will occur.

  On the other hand, when the second limit value is set to a low value that is severely limited as the engine torque limit value, the deviation between the engine torque value and the second limit value can be suppressed, and the occurrence of a hydraulic surge can be prevented. However, the increase in engine torque is suppressed, and the engine remains in a level state until the inertia phase end time t3 while maintaining the low engine torque state even though the accelerator is depressed. In this case, the engine torque is excessively limited, and even if the accelerator pedal is depressed, the vehicle is not smoothly accelerated and a feeling of insufficient acceleration occurs.

  From this, when an accelerator depression operation is performed during upshifting, it is conceivable to prevent engine blow-off and hydraulic surge by limiting the rate of increase in engine torque. However, simply limiting the engine torque increase gradient during gear shifting without considering the gear shifting phase such as torque phase and inertia phase may cause over-limitation or under-limitation depending on the gear shifting phase and depressing the accelerator pedal. However, there still remains a problem that the vehicle is not accelerated smoothly and lacks acceleration, or the hydraulic surge cannot be prevented. The reason why the engine speed increase gradient rate is excessively limited or insufficiently limited is that the shift hydraulic pressure follows the change of the input torque value in the torque phase and the inertia phase.

  In other words, in the torque phase, it is necessary to control the hydraulic pressure so that the target torque capacity is reached within a certain period of time in order to prevent delays during shifting. Therefore, when the accelerator pedal is depressed, the input torque increases and the target torque is stepped. When it becomes larger, the engagement hydraulic pressure gradient to the frictional engagement element increases rapidly, and the release hydraulic pressure gradient decreases rapidly. On the other hand, in the inertia phase, it is only necessary to secure the torque capacity as it is, and therefore hydraulic control is performed to make the engagement hydraulic pressure to the friction engagement element follow linearly according to the magnitude of the input torque. The hydraulic gradient does not rise sharply like the phase.

  As described above, since the hydraulic pressure control with respect to the change of the input torque differs depending on the speed change phase, for example, as shown in FIG. 8, as the engine torque limit value, the rising gradient rate is constant between the torque phase and the inertia phase. When the third limit value is set, setting an optimum value in the torque phase causes an excessive limit in the inertia phase. In addition, if an optimum value is set in the inertia phase, the limit is insufficient in the torque phase. Furthermore, if an intermediate value between the optimum value in the torque phase and the optimum value in the inertia phase is set, the torque phase becomes insufficiently limited and the inertia phase becomes excessively limited. As a result, in the torque phase that is under-limited, there may be a case where the occurrence of a hydraulic surge cannot be prevented in the S ′ region of FIG. Further, in the inertia phase that is excessively limited, the driver may feel underaccelerated in the H ′ region of FIG. 8.

[Shifting hydraulic pressure control action when depressing during shifting]
FIG. 9 shows the accelerator operation amount, the gear ratio, and the engine speed during the upshift when the limit gradient value of the engine torque limit value is set for each shift phase in response to the accelerator depressing operation in the control apparatus for the automatic transmission according to the first embodiment. It is a time chart which shows each characteristic of engine torque limit value, engine torque, release oil pressure, and engagement oil pressure.

  The shift oil pressure control action when the vehicle is depressed during an upshift will be described by taking an example of a 2 → 3 upshift. First, in the upshift pattern diagram shown in FIG. 2, when the throttle opening is moved from the operating point E below the set opening c to the operating point F by the accelerator pedal release operation or the accelerator pedal returning operation, 2 → Upshift command is output by crossing the 3 upshift line.

  When the 2 → 3 upshift command is output, the hydraulic control for engaging the first friction engagement element 31 and releasing the second friction engagement element 32 is started, and in the standby phase from time t0 to time t1, FIG. As shown in the engagement hydraulic pressure characteristic, initial hydraulic pressure control for loosening the loss stroke of the first frictional engagement element 31 is performed, and as shown in the release hydraulic characteristic of FIG. 9, the second frictional engagement element 32 is engaged. Keep the oil pressure secured.

  Then, after the standby phase, a transition is made to the torque phase from time t1 to time t2, and when the accelerator pedal is depressed to move from the operating point F to the operating point G at time t2, as shown in the engine torque characteristics of FIG. In addition, the torque capacity is increased by depressing the accelerator. Along with this, the engagement hydraulic pressure of the first frictional engagement element 31 is changed by the rising gradient switched corresponding to the rising gradient change of the input torque so that the target torque capacity is reached within a limited predetermined time. As shown in the combined hydraulic pressure characteristics, the start-up control is performed. Further, control is performed to lower the release hydraulic pressure of the second frictional engagement element 32 to the zero pressure level as shown in the release hydraulic pressure characteristic of FIG. 9 by the downward gradient switched corresponding to the increase gradient of the input torque.

  Then, when a transition is made from the time t2 to the time t3 following the torque phase, as shown in the engine torque characteristics of FIG. 9, the first friction engagement element is secured so as to ensure a torque capacity that rises with a gentle gradient. Control is performed to increase the engagement hydraulic pressure 31 so as to linearly follow the change in the engine torque Te as shown in the engagement hydraulic pressure characteristic of FIG. Further, the release hydraulic pressure of the second frictional engagement element 32 is set to zero pressure as shown in the release hydraulic pressure characteristic of FIG. As a result, the inertia phase changes from the second gear ratio to the third gear ratio as shown in the gear ratio characteristic of FIG.

  Then, when the phase shifts from the time t3 to the time t4 following the inertia phase, the engagement hydraulic pressure of the first frictional engagement element 31 has a larger gradient than the inertia phase as shown in the engagement hydraulic pressure characteristic of FIG. When the return control is performed to increase the engagement oil pressure to the line pressure, the engagement oil pressure shift oil pressure control is terminated.

[Setting effect of limiting gradient value]
The operation of setting the limit gradient value of the engine torque limit value in the first embodiment will be described with reference to FIGS.

  First, when an upshift command is output, but the throttle opening is greater than or equal to the set opening c, the flow proceeds from step S301 to step S302 to return in the flowchart of FIG. Limit slope value LimRmp of SlowTrq is never set.

  When an upshift command is output and the throttle opening at the start of the upshift is less than the set opening c, in the flowchart of FIG. 3, the process proceeds from step S301 to step S302 to steps S303 to S310, and the shift phase The limit gradient value LimRmp of the engine torque limit value SlowTrq is set in each of the standby phase, torque phase, inertia phase, and end phase.

  When the shift phase is the standby phase A, the flow from step S303 to step S304 is repeated in the flowchart of FIG. 3, and in step S304, the limit gradient value LimRmp in the standby phase A is as shown in FIG. For example, a value of LimRmp = 0 is set.

  When the speed change phase is the torque phase B, the flow from step S303 to step S305 to step S306 is repeated in the flowchart of FIG. 3, and in step S306, the limiting gradient value LimRmp in the torque phase B is shown in FIG. For example, a value of LimRmp = 4 is set.

  When the shift phase is the inertia phase C, in the flowchart of FIG. 3, the process of step S303 → step S305 → step S307 → step S308 is repeated, and in step S308, as the limiting gradient value LimRmp in the inertia phase C, As shown in FIG. 4, for example, a value of LimRmp = 8 is set.

  When the shift phase is the end phase D, in the flowchart of FIG. 3, the flow of step S303 → step S305 → step S307 → step S309 → step S310 is repeated, and in step S310, the limiting gradient value in the end phase D As LimRmp, for example, a value of LimRmp = 32 is set as shown in FIG.

[Setting effect of engine torque limit value when depressing during shifting]
The setting operation of the engine torque limit value at the time of depressing during the upshift in the first embodiment will be described based on the flowchart shown in FIG. 5 and the time chart of FIG.

First, in the standby phase A from time t0 to time t1, since the driver request torque DrvReqT is equal to or higher than the lower limit torque LimLo at the first calculation, step S501 → step S502 → step S503 → step S505 → The process proceeds from step S506 to return. From the second calculation, there is no accelerator depression in the standby phase A from time t0 to time t1, so in the flowchart of FIG. 5, step S501 → step S502 → step S503 → step S504 → step S505 → step S506 → return The flow to go to is repeated. Therefore, while the driver request torque DrvReqT is equal to or greater than the lower limit torque LimLo, in step S506, the engine torque limit value SlowTrq is set to a value obtained by adding the engine torque variation α to the driver request torque DrvReqT.
Then, when the driver request torque DrvReqT becomes less than the lower limit torque LimLo, in the flowchart of FIG. 5, the process of step S501 → step S502 → step S503 → step S504 → step S505 → step S507 → return is repeated. Therefore, in step S507, the engine torque limit value SlowTrq is set to the lower limit torque LimLo with a positive value corresponding to the type of upshift.
That is, as shown in the engine torque limit value characteristic of FIG. 9, when the engine torque limit value SlowTrq rapidly decreases from the time t0 when the standby phase A is started and the engine torque limit value SlowTrq reaches the lower limit torque LimLo, The characteristic is set such that the lower limit torque LimLo is maintained as it is until time t1 when the phase A ends.

Next, in the torque phase B from time t1 to time t2, as shown in the accelerator operation amount characteristic of FIG. 9, the accelerator depression operation is performed, and the previous engine torque limit value SlowTrqOld matches the lower limit torque LimLo. In the first calculation, the process proceeds from step S501 to step S502, step S503, step S504, step S508, step S510, and return in the flowchart of FIG. Accordingly, in step S510, the engine torque limit value SlowTrq is set to a value obtained by adding the limit gradient value LimRmp (= 4) in the torque phase B to the lower limit torque LimLo. From the next calculation, the previous engine torque limit value SlowTrqOld does not coincide with the lower limit torque LimLo, so in the flowchart of FIG. 5, from step S501 → step S502 → step S503 → step S504 → step S508 → step S509 → return. Proceed with Therefore, in step S509, the engine torque limit value SlowTrq is set to a value obtained by adding the limit gradient value LimRmp (= 4) in the torque phase B to the previous engine torque limit value SlowTrqOld.
That is, as shown in the engine torque limit value characteristic of FIG. 9, in the torque phase from time t1 to time t2, the engine torque limit value SlowTrq increases with the limit gradient value LimRmp (= 4) in torque phase B. Set to

Next, in the inertia phase C from time t2 to time t3, the accelerator is depressed, and the previous engine torque limit value SlowTrqOld does not match the lower limit torque LimLo, so in the flowchart of FIG. 5, step S501 → step S502 → The process proceeds from step S503 to step S504 to step S508 to step S509 to return. Therefore, in step S509, the engine torque limit value SlowTrq is set to a value obtained by adding the limit gradient value LimRmp (= 8) in the inertia phase C to the previous engine torque limit value SlowTrqOld.
That is, as shown in the engine torque limit value characteristic of FIG. 9, in the inertia phase C from time t2 to time t3, the engine torque limit value SlowTrq increases due to the limit gradient value LimRmp (= 8) in the inertia phase C. Set to characteristics.

Next, in the end phase D from time t3 to time t4, the accelerator is depressed and the previous engine torque limit value SlowTrqOld does not coincide with the lower limit torque LimLo, so in the flowchart of FIG. 5, step S501 → step S502 → The process proceeds from step S503 to step S504 to step S508 to step S509 to return. Therefore, in step S509, the engine torque limit value SlowTrq is set to a value obtained by adding the limit gradient value LimRmp (= 32) in the end phase D to the previous engine torque limit value SlowTrqOld.
That is, as shown in the engine torque limit value characteristic of FIG. 9, in the end phase D from time t3 to time t4, the engine torque limit value SlowTrq increases due to the limit gradient value LimRmp (= 32) in the end phase D. Set to characteristics.

[Limit slope setting control action when depressing during shifting]
In the first embodiment, an upshift command is output, but when the throttle opening is equal to or greater than the set opening c, the flow proceeds from step S301 to step S302 to return in the flowchart of FIG. The limit gradient value LimRmp of the torque limit value SlowTrq is not set, and the engine torque limit is not performed.
That is, when the throttle opening is equal to or greater than the set opening c, there is a certain amount of input torque from the engine 1 to the automatic transmission 3 via the torque converter 2, and a hydraulic pressure that causes a hydraulic surge even if the input torque increases. There is no sudden change. For this reason, if the increase gradient of the engine torque is limited when the throttle opening is equal to or greater than the set opening c, the engine torque corresponding to the accelerator depression operation may not be generated, and the drivability is deteriorated.
Therefore, when the throttle opening is equal to or greater than the set opening c, the drivability of the engine can be prevented from being deteriorated by uselessly limiting the engine torque increase gradient by limiting the engine torque increase gradient.

Next, when the shift phase is the standby phase A, a value of LimRmp = 0 is set as the limiting gradient value LimRmp in step S304 of the flowchart of FIG.
In this way, in the standby phase A, since there is no sideways limitation without an ascending slope, for example, not when the accelerator is released, but when an accelerator returning operation with a small decrease in engine torque is performed, pre-upshift processing is performed. , Can create a “bottom” of engine torque.

When the shift phase is the torque phase B, a value of LimRmp = 4 is set as the limiting gradient value LimRmp in the torque phase B in step S306 in the flowchart of FIG.
As described above, the torque phase B has a strong limitation on the rising gradient. Therefore, even if the accelerator is depressed during the upshift, the rising gradient of the engine torque is reduced as indicated by S ″ of the engine torque characteristic in FIG. It can be suppressed and the occurrence of hydraulic surge can be prevented.

When the shift phase is the inertia phase C, a value of LimRmp = 8 is set as the limiting gradient value LimRmp in the inertia phase C in step S308 of the flowchart of FIG.
As described above, in the inertia phase C, the limitation on the ascending gradient is relaxed compared to the limiting gradient value LimRmp (LimRmp = 4) in the torque phase B. Therefore, when the accelerator is depressed during the upshift, As shown by H ″ of the engine torque characteristic of 9, a certain degree of increase in engine torque following the accelerator depression operation is allowed, and it is possible to prevent the driver from feeling underaccelerated. In addition, the inertia phase In C, since the steep slope following the input torque is limited, a shift shock can be prevented.

When the shift phase is the end phase D, a value of LimRmp = 32 is set as the limiting gradient value LimRmp in the end phase D in step S310 of the flowchart of FIG.
Thus, in the end phase D, since it is set to allow a steep increase in the engine torque, the engine torque can be restored in a short time. In the end phase D, which is post-processing, even if the input torque changes suddenly, it does not cause a shift shock.

  As described above, the limit gradient value setting control corresponds to each of the torque phase B and the inertia phase C in which the way of following the shift hydraulic pressure with respect to the change of the input torque value when the accelerator is depressed during the upshift. In order to obtain an appropriate engine torque limit value SlowTrq with no excess or deficiency, the limit gradient value LimRmp, which is the rising gradient rate of the engine torque limit value SlowTrq, is made different between the torque phase B and the inertia phase C. For example, the limit gradient value LimRmp is set to a value of LimRmp = 4, and the limit gradient value LimRmp in the inertia phase C is set to a value of LimRmp = 8, for example.

  Therefore, after the accelerator is depressed at time t1, when the engine torque Te increases and reaches the engine torque limit value SlowTrq, in the flowchart of FIG. 6, step S601 → step S602 → step S603 → step S604 → step S605 → return. The forward flow is repeated, and the engine torque Te is controlled so that the engine torque Te does not exceed the engine torque limit value SlowTrq in the second half range of the torque phase B and the entire range of the inertia phase C by the engine torque down control on the engine 1 side. . That is, after the accelerator is depressed, the engine torque Te is controlled so as to be a value along the engine torque limit value SlowTrq.

  For this reason, when the accelerator is depressed during an upshift, the increase gradient of the engine torque Te is suppressed in the torque phase B, and the increase gradient limit of the engine torque Te is relaxed in the inertia phase C compared to the torque phase B. Therefore, it is possible to achieve both prevention of hydraulic surge and prevention of insufficient acceleration.

[Lower limit torque setting control action when engine torque rises from coasting condition]
FIG. 10 shows the accelerator operation amount, the gear ratio, and the engine during the upshift when the lower limit torque of the engine torque limit value is set to a positive value in response to the accelerator stepping operation in the control apparatus for the automatic transmission according to the first embodiment. It is a time chart which shows each characteristic of torque limit value, engine torque, release oil pressure, and engagement oil pressure.

  For example, when the lower limit torque of the engine torque limit value is not set, the engine torque limit value SlowTrq in the standby phase is set to the value obtained by adding the engine torque variation α to the driver request torque DrvReqT, and the torque phase and inertia phase Also in the end phase, the value is obtained by adding the limit gradient value LimRmp in each phase to the previous engine torque limit value SlowTrqOld. That is, if the lower limit torque is not set, the engine torque limit value has a characteristic indicated by a one-dot chain line in FIG.

  Therefore, when the accelerator depression operation is performed at time t1 when the torque phase is entered, the engine torque is depressed from a negative state (coast running state), which is indicated by a one-dot chain line as shown by the dotted line characteristic in FIG. An increase in engine torque is limited so as to follow the engine torque limit value regardless of the accelerator depression operation. That is, the rising response of the engine torque is deteriorated and the drivability is deteriorated. Note that even when a negative lower limit torque is set as the lower limit torque of the engine torque limit value, the increase in engine torque is limited by the lower limit torque regardless of the accelerator depressing operation. To do.

On the other hand, in the first embodiment, as the lower limit value of the engine torque limit value SlowTrq, a lower limit torque LimLo is set as a positive value corresponding to the type of upshift, and the engine torque limit value SlowTrq is set to the lower limit in the standby phase A. The torque LimLo is maintained, and the torque phase B is set to a value that gradually increases from the lower limit torque LimLo by the gradient limit value LimRmp.
Therefore, when the engine torque increases due to the accelerator depressing operation from the coast running state due to the foot lift upshift, the difference between the engine torque Te and the engine torque limit value SlowTrq increases as shown in FIG. The rising rate of the engine torque is not limited at the time of rising, and the rising response of the engine torque can be ensured. In addition, in a region where the engine torque is negative, even if the engine torque changes suddenly, the hydraulic pressure does not rise rapidly, and a hydraulic surge is prevented from occurring.

  As described above, in the first embodiment, the engine torque limit value SlowTrq is set to a lower limit torque LimLo as a lower limit value. When the accelerator is depressed during an upshift or when the engine torque increases from a coasting state, the engine torque The limit value SlowTrq is set to a value that gradually increases from the lower limit torque LimLo by the slope limit value LimRmp. For this reason, it is possible to achieve both prevention of the occurrence of hydraulic surge and ensuring of torque rise response.

[Setting effect of engine torque limit when re-depressing during shifting]
FIG. 11 shows the accelerator operation amount, the gear ratio, the engine torque limit value, and the engine torque during the upshift when the engine torque limit value is set corresponding to whether or not the accelerator is depressed in the control apparatus for the automatic transmission according to the first embodiment. It is a time chart which shows each characteristic of.

  First, the standby phase A, the torque phase B, and the end phase D are the same as the setting of the engine torque limit value SlowTrq at the time of depressing during shifting (FIGS. 9 and 10), so the description is omitted and the accelerator is depressed again. The setting of the engine torque limit value SlowTrq in the inertia phase C will be described.

  In the range from time t2 to time t21, the accelerator is depressed and the previous engine torque limit value SlowTrqOld does not coincide with the lower limit torque LimLo, so in the flowchart of FIG. 5, step S501 → step S502 → step S503 → step S504. Step S508 → Step S509 → Return Therefore, in step S509, the engine torque limit value SlowTrq is set to a value obtained by adding the limit gradient value LimRmp (= 8) in the inertia phase to the previous engine torque limit value SlowTrqOld.

The accelerator return operation is performed from time t21 to time t22, and the returned accelerator operation position is maintained from time t22 to time t23. That is, in the range from time t21 to time t23, the accelerator is not depressed, so in the flowchart of FIG. 5, the flow of step S501 → step S502 → step S503 → step S504 → step S505 → step S506 → return is repeated. It is. Therefore, while the driver request torque DrvReqT is equal to or greater than the lower limit torque LimLo, in step S506, the engine torque limit value SlowTrq is set to a value obtained by adding the engine torque variation α to the driver request torque DrvReqT.
Then, when the driver request torque DrvReqT becomes less than the lower limit torque LimLo, in the flowchart of FIG. 5, the process of step S501 → step S502 → step S503 → step S504 → step S505 → step S507 → return is repeated. Therefore, in step S507, the engine torque limit value SlowTrq is set to the lower limit torque LimLo with a positive value corresponding to the type of upshift.

  When the accelerator re-depression is started at time t23, the previous engine torque limit value SlowTrqOld matches the lower limit torque LimLo. In the first calculation, in the flowchart of FIG. 5, step S501 → step S502 → step S503. → Step S504 → Step S508 → Step S510 → Return Therefore, in step S510, the engine torque limit value SlowTrq is set to a value obtained by adding the limit gradient value LimRmp (= 8) in the inertia phase C to the lower limit torque LimLo. Then, until the time t3 when the end phase D is started after the time t24 has elapsed from the next calculation, the previous engine torque limit value SlowTrqOld does not match the lower limit torque LimLo, so in the flowchart of FIG. The process proceeds from S502, step S503, step S504, step S508, step S509, and return. Therefore, in step S509, the engine torque limit value SlowTrq is set to a value obtained by adding the limit gradient value LimRmp (= 8) in the inertia phase C to the previous engine torque limit value SlowTrqOld.

  Therefore, in the range from the time t2 at which the inertia phase C is started to the time t21 at which the accelerator return operation is started, as shown in the engine torque limit value characteristic of FIG. 11, the limit gradient value LimRmp (= 8) in the inertia phase C The characteristic which rises by.

  Subsequently, in the range from the time t21 at which the accelerator returning operation is started to the time t23 at which the accelerator re-depressing operation is started, as shown in the engine torque limit value characteristic of FIG. 11, the engine is started from the time t21 at which the accelerator returning operation is started. When the torque limit value SlowTrq decreases and the engine torque limit value SlowTrq reaches the lower limit torque LimLo, the characteristic is set such that the lower limit torque LimLo is maintained as it is until time t23 when the accelerator re-depression is started.

  Subsequently, in the range from the time t23 at which the accelerator re-depression operation is started to the time t3 at which the end phase D is started, as shown in the engine torque limit value characteristic of FIG. 11, the limit gradient value LimRmp (= The characteristic which raises by 8) is shown.

[Torque limit value tracking setting control action when stepping on again during shifting]
The torque limit value follow-up setting control operation at the time of re-depression during shifting will be described based on the time chart of FIG.

  For example, when the accelerator stepping operation is performed in the torque phase B, the accelerator operation amount depressed in the inertia phase C is returned, and the accelerator stepping operation is performed again, the engine torque limit value SlowTrq in the inertia phase C is shown in FIG. As shown in the one-dot chain line characteristic, when a characteristic that increases by the limit gradient value LimRmp (= 8) is set, the engine torque limit value SlowTrq and the engine torque Te deviate greatly, and the depressing operation is performed at time t23. Then, as shown by the dotted line characteristics in FIG. 11, the engine torque Te increases rapidly, and a hydraulic surge occurs with the rapid increase of the engine torque Te.

  On the other hand, in the first embodiment, when the engine torque decreases after increasing, the engine torque limit value SlowTrq is set so as to decrease as the driver request torque DrvReqT (= engine torque) decreases, When the lowered engine torque rises again due to depression, the value increased by the limit gradient value LimRmp (= 8) in the inertia phase C from the engine torque limit value SlowTrq set in accordance with the decrease in engine torque. Set as the engine torque limit value SlowTrq.

  Therefore, after the accelerator is depressed again at time t23, when the engine torque Te increases and reaches the engine torque limit value SlowTrq, in the flowchart of FIG. 6, from step S601 → step S602 → step S603 → step S604 → step S605 → return. The flow of advancing is repeated, and the engine torque Te is controlled so as not to exceed the engine torque limit value SlowTrq by the engine torque down control on the engine 1 side.

  For this reason, the engine torque limit value SlowTrq and the engine torque Te do not deviate greatly during an accelerator re-depressing operation during an upshift, preventing a hydraulic surge from occurring when the accelerator is depressed again during an upshift. be able to.

Next, the effect will be described.
In the automatic transmission control apparatus according to the first embodiment, the following effects can be obtained.

  (1) Shift hydraulic pressure control means for controlling the hydraulic pressure applied to the frictional engagement elements 31 and 32 to engage and release the frictional engagement elements 31 and 32 and execute a shift to each gear stage (the relationship shown in FIG. 9). Engine torque limit value setting control means (power unit) for setting an engine torque limit value SlowTrq (power unit torque limit value) that defines the upper limit of torque input from the engine 1 (power unit) during gear shifting A lower limit torque setting unit (step S507) for setting a lower limit torque LimLo as a positive value as a lower limit value of the engine torque limit value SlowTrq. The engine torque limit value setting control means (FIG. 5) is configured to reduce the lower limit torque LimLo when the power unit torque is increased from the coasting state. The value increased at a predetermined change rate from is set as the engine torque limit value SlowTrq. For this reason, when the accelerator is depressed from the coast running state during gear shifting, it is possible to achieve both the prevention of the occurrence of a hydraulic surge and ensuring the rising response of the engine torque.

  (2) Of the limiting gradient value LimRmp, which is the rising gradient rate of the engine torque limiting value SlowTrq (power unit torque limiting value), set the limiting gradient value LimRmp in torque phase B to a value that suppresses the occurrence of hydraulic surge, A limit gradient value setting control unit (FIG. 3) for setting the limit gradient value LimRmp in phase A to a value smaller than the limit gradient value in torque phase B is provided, and the engine torque limit value setting control means (FIG. 5) includes: At the time of accelerator release upshift, during standby phase A during the upshift, the engine torque limit value SlowTrq is reduced to the lower limit torque LimLo as the engine torque decreases, and the negative engine torque is positive for subsequent accelerator depression operations. The engine that limits the torque increase rate by the limit gradient value LimRmp in the torque phase B after allowing it to rise to the lower limit torque LimLo existing in the torque range of Torque limit value SlowTrq. For this reason, during an accelerator release upshift, when the accelerator is depressed from a coasting state, the engine torque rise gradient is limited by the limit gradient value LimRmp in the torque phase B to ensure that a hydraulic surge is generated. While preventing the engine torque from rising from the negative torque range to the positive torque range at once in accordance with the accelerator depressing operation, the rising response of the engine torque can be ensured.

  (3) The engine torque limit value setting control means (FIG. 5) decreases the engine torque limit value SlowTrq as the engine torque decreases and decreases the engine torque when the engine torque decreases after increasing during the shift. When the engine speed increases again, the engine torque limit value SlowTrq is set to a value obtained by increasing the engine torque limit value SlowTrq set with a decrease in engine torque at a predetermined rate of change. For this reason, even when the accelerator pedal is stepped on again after the accelerator is released, the engine torque Te and the engine torque limit value SlowTrq do not deviate greatly, and the occurrence of a hydraulic surge can be prevented.

  (4) Of the limiting gradient value LimRmp, which is the rising gradient rate of the engine torque limiting value SlowTrq, the limiting gradient value LimRmp in the inertia phase C is larger than the limiting gradient value LimRmp in the torque phase B and the shift shock is applied. A limiting gradient value setting control unit (FIG. 3) for setting the value to be suppressed is provided, and the engine torque limit value setting control means (FIG. 5) is in the upshift and the accelerator re-depression operation is performed in the inertia phase C. When the accelerator is depressed, the engine torque limit value SlowTrq is decreased as the engine torque decreases for the accelerator return operation after the accelerator is depressed, and is set as the engine torque is decreased for the accelerator re-depression operation after the accelerator return operation. A value that increases from the engine torque limit value SlowTrq by the limit gradient value LimRmp of the inertia phase C is set as the engine torque limit value SlowTrq. For this reason, when the accelerator re-depression operation is performed in the inertia phase C during the upshift, the accelerator gradient is reset by setting the limit gradient value LimRmp in the inertia phase C to a value larger than the limit gradient value LimRmp of the torque phase B. It is possible to prevent the driver from feeling underaccelerated while preventing the occurrence of a shift shock with respect to the stepping operation.

  As mentioned above, although the control apparatus of the automatic transmission of this invention has been demonstrated based on Example 1, it is not restricted to this Example 1 about a concrete structure, It concerns on each claim of a claim Design changes and additions are allowed without departing from the scope of the invention.

  In the first embodiment, an example in which the electric throttle valve of the engine 1 is controlled in the closing direction is shown as control for reducing the engine torque Te so as not to exceed the engine torque limit value SlowTrq. However, it is also possible to use a control for reducing the fuel injection amount without changing the throttle opening, a fuel cut control for changing the number of cylinders for fuel injection, or a retard control for retarding the ignition timing. Further, when the power unit includes a motor, control for reducing the motor drive current value may be performed.

  In Example 1, the example of the control apparatus of the automatic transmission applied to the engine vehicle was shown. However, the present invention can also be applied to a hybrid vehicle in which an engine and a motor are mounted as a power unit, an electric vehicle in which a motor is mounted as a power unit, and the like.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is an overall view showing a general control system for an engine and an automatic transmission in an engine vehicle to which an automatic transmission control device according to a first embodiment is applied. FIG. 3 is an upshift pattern diagram illustrating an example of an upshift line set in an automatic transmission control unit of the automatic transmission control device according to the first embodiment. 6 is a flowchart showing a flow of a limit gradient value setting control process executed by the automatic transmission controller 8 according to the first embodiment. It is a figure which shows the example of a setting of the limiting gradient value set in each phase of a gear shift phase by the limiting gradient value setting control process performed in the automatic transmission controller 8 of Example 1. FIG. 6 is a flowchart showing a flow of engine torque limit value setting control processing executed by the automatic transmission controller 8 according to the first embodiment. 3 is a flowchart illustrating a flow of a calculation output process of a torque down command executed by the automatic transmission controller 8 according to the first embodiment. 6 is a time chart showing characteristics of an accelerator operation amount, an engine torque limit value, and an engine torque during an upshift when the first limit value or the second limit value is set as the engine torque limit value. 12 is a time chart showing characteristics of an accelerator operation amount, an engine torque limit value, and an engine torque during an upshift when a third limit value is set as the engine torque limit value. In the control device for the automatic transmission according to the first embodiment, the accelerator operation amount, the gear ratio, and the engine torque limit value during the upshift when the limit gradient value of the engine torque limit value is set for each shift phase in response to the accelerator depression operation. -It is a time chart which shows each characteristic of engine torque, release hydraulic pressure, and engagement hydraulic pressure. In the automatic transmission control device according to the first embodiment, when the lower limit torque of the engine torque limit value is set to a positive value corresponding to the accelerator depression operation, the accelerator operation amount, the gear ratio, the engine torque limit value, It is a time chart which shows each characteristic of engine torque, release oil pressure, and engagement oil pressure. In the control device for the automatic transmission according to the first embodiment, the characteristics of the accelerator operation amount, the gear ratio, the engine torque limit value, and the engine torque during the upshift when the engine torque limit value is set corresponding to whether or not the accelerator is depressed are shown in FIG. It is a time chart which shows.

Explanation of symbols

1 Engine (Power unit)
2 Torque converter 3 Automatic transmission 31 First friction engagement element (engagement element during upshift)
32 Second frictional engagement element (release element during upshift)
4 Transmission output shaft 5 Engine torque control actuator 6 Control valve unit 7 Engine control unit 8 Automatic transmission control unit 9 Intercommunication line 10 Throttle opening sensor 11 Vehicle speed sensor 12 Turbine rotation speed sensor 13 Accelerator operation amount sensor 14 Engine rotation speed Sensor 15 Other sensors and switches

Claims (4)

Shift hydraulic pressure control means for engaging and releasing the friction engagement element by controlling the hydraulic pressure to the friction engagement element and executing a shift to each gear stage;
A power unit torque limit value setting control means for setting a power unit torque limit value that defines an upper limit of torque input from the power unit during shifting;
In an automatic transmission control device comprising:
A lower limit torque setting unit for setting a lower limit torque by a positive value as a lower limit value of the power unit torque limit value;
Of the limiting gradient value that is the rising gradient rate of the power unit torque limiting value, a limiting gradient value setting control unit that sets the limiting gradient value in the inertia phase to a value larger than the limiting gradient value of the torque phase is provided,
The power unit torque limit value setting control means is configured to increase a value obtained by increasing the lower limit torque based on the limit gradient value set by the limit gradient value setting control unit when the power unit torque is increased from a coasting state. A control device for an automatic transmission, characterized by being set as a value. The control device for an automatic transmission according to claim 1,
Of the power unit torque limit value limiting gradient value is rising slope rate, a limit gradient value setting control section for setting a limit gradient value in standby phase to a value smaller than the limit gradient value in the torque phase,
The power unit torque limit value setting control means reduces the power unit torque limit value to the lower limit torque with a decrease in the power unit torque in the standby phase during the upshift when the accelerator is released, and in response to a subsequent accelerator depression operation. After allowing the negative power unit torque to rise to the lower limit torque existing in the positive torque range, the power unit torque limit value is set to limit the rate of torque increase by the limit gradient value in the torque phase. Control device for automatic transmission. In the control device for an automatic transmission according to claim 1 or 2,
The power unit torque limit value setting control means reduces the power unit torque limit value as the power unit torque decreases when the power unit torque decreases after increasing during a shift, and when the reduced power unit torque increases again, the power unit torque A control device for an automatic transmission, characterized in that a value obtained by increasing a power unit torque limit value set at a predetermined change rate from a power unit torque limit value set in accordance with a decrease in the power unit torque is set as a power unit torque limit value. In the control device for an automatic transmission according to claim 3,
Before SL power unit torque limit value setting control means, when the accelerator re-depression operation is performed in the inertia phase even during the upshift, to the accelerator return operation after depressing the accelerator, the power unit torque with a decrease in the power unit torque For the accelerator depressing operation after the accelerator return operation with the limit value lowered, the power unit torque limit value is set to a value that increases with the limit gradient value of the inertia phase from the power unit torque limit value set as the power unit torque decreases. A control device for an automatic transmission.

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