JP2000205401A - Control device for automatic transmission of vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a control device for an automatic transmission of vehicle which gives favorably a degree of tie-up occurring during a clutch-to-clutch transmission period. SOLUTION: In a down transmission period of 4→3 which is a clutch-to-clutch transmission, when a primary differential value DNIN of an input axis rotational speed NIN is calculated sequentially by a primary differential value calculation means 154, the primary differential value DNIN is calculated sequentially and an integrated value DDNIN is calculated by an integration means 160, then the integrated value DDNIN is output as a value indicating a degree of tie-up, and therefore a degree of tie-up occurring during a clutch-to-clutch transmission period is favorably given. Consequently, since a learning correction k (DDNIN- DDNIN1) varying along the degree of tie-up is determined in learning control to eliminate a tie-up coming from a tie-up learning control means 146 and enhance a transmission feeling, the tie-up is promptly settled.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a control apparatus for an automatic transmission for a vehicle, which automatically switches the gear position of the automatic transmission for a vehicle, and more particularly, to a degree of tie-up in a clutch-to-clutch shift control period. It relates to the technology to be performed.

[0002]

2. Description of the Related Art In a control device for an automatic transmission for a vehicle, one of two friction engagement devices involved in a shift is released and a hydraulic engagement device is engaged with the other. The so-called clutch-to-clutch shift, in which the shift is executed by performing the shift in a redundant manner, may be performed. In such a clutch-to-clutch shift, if the timing of opening of one hydraulic friction engagement device and engagement of the other hydraulic friction engagement device are not properly performed, the automatic transmission will not change during the shift period. The output shaft torque of the engine temporarily drops, so-called tie-up occurs, or the input shaft rotation speed of the automatic transmission temporarily exceeds the rotation speed after shifting, that is, the engine speed is temporarily increased. Or blowing.

For this reason, according to the conventional control device, the tie-up or overshoot is detected, and during the next shift period, the tie-up or overshoot becomes smaller than a predetermined reference value. In this case, the engagement pressure of the hydraulic friction engagement device is controlled by learning.

[0004]

In the above-described conventional control device, the occurrence of tie-up is determined based on the output shaft rotational acceleration of the automatic transmission having decreased by a predetermined value or more. For example, this is the control device for an automatic transmission for a vehicle described in Japanese Patent Application Laid-Open No. 5-296323. However, in such a control device, the tie-up amount or the degree of the tie-up is not detected at all. For this reason, since the engagement pressure of the hydraulic friction engagement device must be learned little by little toward the blow side, it takes time to converge the tie-up when a tie-up occurs. There was a disadvantage that a ring could not be obtained.

On the other hand, the degree of tie-up, that is, the degree of tie-up is determined from the amount of decrease in the rotational acceleration of the output shaft of the automatic transmission, and the learning correction amount is determined in accordance with the tie-up degree. When the output shaft rotation of the automatic transmission is mixed with disturbances that are difficult to remove sufficiently, such as irregular noise due to irregularities on the road surface, etc. Therefore, the detection accuracy of the degree of tie-up may not be sufficiently obtained, and the learning control for converging the tie-up may not function sufficiently.

The present invention has been made in view of the above circumstances, and an object of the present invention is to control an automatic transmission for a vehicle in which the degree of tie-up occurring during a clutch-to-clutch shift period can be suitably obtained. It is to provide a device.

[0007]

SUMMARY OF THE INVENTION In order to achieve the above object, the gist of the present invention is to provide a vehicle in which one of a plurality of gears is selected according to a combination of operations of a hydraulic friction engagement device. When the clutch-to-clutch shift is performed, when the clutch-to-clutch shift is performed, the disengagement of the disengagement-side hydraulic friction engagement device and the engagement-side hydraulic friction engagement device of the pair of hydraulic friction engagement devices involved in the shift are performed. (A) an input shaft rotation speed detection device that detects an input shaft rotation speed of the automatic transmission,
(b) within the clutch-to-clutch shift period, a primary differential value calculating means for sequentially calculating a primary differential value of the input shaft rotational speed detected by the input shaft rotational speed detection device, and (c) calculating the primary differential value Means for calculating the integrated value of the primary differential value of the input shaft rotational speed by integrating the primary differential value of the input shaft rotational speed, and calculating the integrated value of the pair of hydraulic frictions during the clutch-to-clutch shift period. Integrating means for outputting as an amount indicating the degree of tie-up, which is a temporary decrease in the output shaft torque of the automatic transmission caused by the overlapping of the engagement states of the engagement devices.

[0008]

In this manner, during the clutch-to-clutch shift period, when the primary differential value of the input shaft rotation speed, for example, the difference for each sampling cycle, is sequentially calculated by the primary differential value calculating means, the integrating means calculates The integrated value is calculated by successively integrating the primary differential values,
Since the integrated value is output as an amount indicating the degree of tie-up, the degree of tie-up occurring during the clutch-to-clutch shift period can be suitably obtained. Therefore,
In the learning control for eliminating the tie-up and improving the shift feeling, the learning correction amount according to the degree of the tie-up can be determined, so that the tie-up can be quickly converged. .

[0009]

In another embodiment of the present invention, preferably, the magnitude of the primary differential value of the input shaft rotation speed sequentially calculated by the primary differential value calculating means is equal to or less than a predetermined reference value. And a first differential value judging means for sequentially judging the input shaft rotation speed. If the first differential value judging means judges that the first differential value of the input shaft rotational speed is equal to or less than a predetermined judgment reference value, Clearing means for clearing the value to zero is further provided. With this configuration, since only the first derivative of the input shaft rotation speed at the time of occurrence of tie-up is integrated, integration in the case of no tie-up is prevented, and the reliability of the obtained tie-up degree is further enhanced. .

[0010] Preferably, in the clutch-to-clutch shift period, an overshoot determining means for determining occurrence of an overshoot in which the input shaft rotation speed temporarily exceeds the post-shift rotation speed, and Overshoot occurrence time determining means for determining whether or not the occurrence time is equal to or less than a predetermined reference value, and the overshoot time is equal to or less than a predetermined reference value by the overshoot occurrence time determination means. If it is determined that there is no overshoot, the overshoot-related control prohibiting unit that prohibits the overshoot-related control that is executed in association with the occurrence of overshoot is determined by the overshoot determining unit is further provided. When a strong tie-up occurs, the tie-up is caused by the early engagement of the engagement-side hydraulic friction engagement device, which causes the input rotational speed to overshoot at the same time. However, with the above configuration, even if the occurrence of overshoot is determined, the overshoot-related control executed by the overshoot-related control prohibiting means in connection with the determination of the occurrence of overshoot is performed. Is prohibited, so that overshoot-related control is not performed when tie-up should be dealt with.

Preferably, the engagement pressure of the hydraulic friction engagement device during the clutch-to-clutch shift period is determined based on the integrated value output from the integrating means and indicating the degree of tie-up. A tie-up learning control means for correcting so as to eliminate the tie-up is provided. In this way, even if a tie-up occurs, the tie-up learning control means quickly eliminates the tie-up, so that a suitable shift feeling can be obtained.

Preferably, the overshoot occurrence time determining means determines in advance a determination reference value based on the magnitude (amplitude or height) of the overshoot, and the overshoot occurrence time is determined by the determination reference value. It is to determine whether or not: Normal overshoot has a fixed relationship between its size and width (occurrence time), but in comparison, overshoot generated due to strong tie-up is There is a phenomenon that the width is small. According to the above, there is an advantage that the overshoot generated due to the strong tie-up is more reliably determined.

Preferably, when the overshoot occurrence time determining means determines that the overshoot occurrence time is greater than the reference value, the clutch-to-clutch shift period is determined based on the magnitude of the overshoot. There is provided an overshoot learning control means for correcting the engagement pressure of the hydraulic friction engagement device inside so as to eliminate the overshoot. In this way, even if an overshoot occurs, the overshoot is quickly eliminated by the overshoot learning control means, so that a suitable shift feeling can be obtained.

[0014]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of the present invention will be described below in detail with reference to the drawings.

FIG. 1 shows a torque converter 12 connected to an engine 10 of a vehicle, an automatic transmission 14, a differential gear device 16, and a hydraulic control device or hydraulic control circuit 18 for controlling the speed of the automatic transmission 14. , Its hydraulic control circuit 1
The electronic control unit 20 for shifting the vehicle 8 and the like are shown. Power output from the engine 10 is transmitted to drive wheels (not shown) via the torque converter 12, the automatic transmission 14, the differential gear device 16, the left and right axles 22 and 24, and the like.

The torque converter 12 includes a pump impeller 28 connected to a crankshaft 26 of the engine 10.
And a turbine wheel 32 connected to the input shaft 30 of the automatic transmission 14 and to which power is transmitted from a pump wheel 28 via a fluid, and which is fixed to a fixed position housing 36 via a one-way clutch 34. And a lock-up clutch 40 that directly connects the pump impeller 28 and the turbine impeller 32 via a damper (not shown).

The automatic transmission 14 has four forward speeds and one reverse speed.
The transmission is a multi-stage transmission that achieves a high gear stage. The input shaft 30, a set of Ravigneaux-type planetary gear units 44, a ring gear 48 that rotates together with a ring gear 46 of the Ravigneaux-type planetary gear units 44, and the engine 10 Output to the differential gear device 16 or the ring gear 4
And a counter shaft 50 functioning as an output shaft for transmitting power between the differential gear 8 and the differential gear device 16.

The Ravigneaux type planetary gear unit 44 is configured such that one set of single pinion planetary gear units 52 and one set of double pinion planetary gear units 54 share a carrier 56 and the ring gear 46. The single pinion planetary gear device 52 includes a sun gear 58, a planetary gear 60 attached to the carrier 56, and the ring gear 46. The double pinion planetary gear 54 includes a sun gear 62, a first pinion gear 64 and a second pinion gear 66 that are integrally connected to each other and rotatably attached to the carrier 56.

The components of the single pinion planetary gear set 52 and the double pinion planetary gear set 54 are not only integrally connected to each other but also selectively connected to each other by three clutches C1, C2 and C3. It is supposed to be. Some of the components of the single pinion planetary gear device 52 and the double pinion planetary gear device 54 include three brakes B1, B2,
B3 selectively connected to the housing 36;
Further, some of those components are engaged with the housing 36 by two one-way clutches F1 and F2 in the direction of rotation. In addition, since portions other than the counter shaft 50 of the torque converter 12 and the automatic transmission 14 are configured symmetrically with respect to the axis of the input shaft 30 and the like, in FIG. The lower side is omitted.

The clutch C is a hydraulic friction engagement device.
1, C2, C3 and brakes B1, B2, B3 are constituted by, for example, a multi-plate clutch or a band brake provided with one or two bands having opposite winding directions, and the like, and the electronic control unit for shifting is provided. The frictional engagement and the disengagement thereof are controlled by the hydraulic control circuit 18 which operates in accordance with the command from the control unit 20, respectively, so that the gear ratio γ (= the rotational speed of the input shaft 30 / counter) as shown in FIG. Thus, four forward speeds and one reverse speed, each having a different number of rotations of the shaft 50, are obtained. "1ST", "2ND", "3RD",
“4TH” represents the first gear, second gear, third gear, and fourth gear on the forward side, respectively, and the speed ratio γ is from the first gear to the fourth gear. It gradually decreases as it goes to the higher gear. In FIG. 2, "P",
“R”, “N”, “D”, “2”, and “L” indicate a parking (P) range, a reverse (R) range, and a neutral (N) which are selectively selected by manual operation of the shift lever 84. ) Range, drive (D) range, second (2)
A range and a low (L) range are shown, respectively. The P range and the N range are non-travel ranges selected when the vehicle is not driven, and include the R range, the D range,
The range and the L range are driving ranges for moving the vehicle backward or forward. In addition, 2 range and L range
It is also an engine brake range because it not only increases the driving force of the vehicle but also generates engine brakes.

In FIG. 2, a mark "○" indicates an engaged or operating state, and a mark "X" indicates an open or non-operating state. The shift between the fourth gear and the third gear in the D range is realized by the opening operation and the other engaging operation of one of the two hydraulic friction engagement devices involved in the shift. In a so-called clutch-to-clutch shift, for example, in a 4 → 3 downshift from the fourth gear to the third gear, the engagement operation of the clutch C1 and the release operation of the brake B1 are in an overlapped state or This is performed by being executed in the underlap state.

The hydraulic control circuit 18 corresponds to three solenoid valves SV1 to SV3 used for controlling the gear position of the automatic transmission 14 and the like, and a throttle opening TA detected by a throttle opening sensor 76 described later. Linear solenoid valve SLT that generates a control hydraulic pressure P _S of a predetermined magnitude, for example, a linear solenoid valve that generates a hydraulic pressure for controlling the frictional engagement of the lock-up clutch 40, the release of the frictional engagement, and the slip amount thereof. An SLU and an oil temperature sensor 88 functioning as a hydraulic oil temperature detecting device for detecting the hydraulic oil temperature T _OIL of the hydraulic oil in the hydraulic control circuit 18 are provided.

The speed change electronic control unit 20 includes a CPU 7
And a so-called microcomputer including a RAM 72, a ROM 74, an input / output interface (not shown), and a throttle opening sensor 76 for detecting an opening TA of a throttle valve provided in an intake pipe (not shown) of the engine 10. , the rotational speed N engine speed sensor 78 for detecting the _E, the turbine wheel 32 rotational speed N _T that is, the input shaft rotational speed sensor 80 for detecting the rotational speed N _iN of the input shaft 30 of the engine 10, the counter shaft a vehicle speed sensor 82 for detecting the rotational speed N _C i.e. a vehicle speed V 50, operating position i.e. L of the shift lever 84, S,
A signal representing a throttle opening degree TA is obtained from an operation position sensor 86 for detecting any one of the D, N, R, and P ranges, and an oil temperature sensor 88 for detecting a hydraulic oil temperature in the hydraulic control circuit 18,
A signal indicating the engine speed N _E (rpm), a signal indicating the input shaft speed N _IN (rpm), a signal indicating the output shaft speed N _C (rpm), that is, a signal indicating the vehicle speed V, and the operating position P _ST of the shift lever 84 Signal representing the operating oil temperature T in the hydraulic control circuit 18
A signal representing _OIL is provided. The CPU 70 of the shift electronic control device 20 processes the input signal using the RAM 72 according to a program stored in the ROM 74 in advance, and based on the processing result, for example, detects the traveling state of the vehicle, SV1 to SV
3. The control of the linear solenoid valves SLT and SLU is executed.

FIG. 3 is a diagram schematically illustrating a configuration of a main part of the hydraulic control circuit 18. As shown in FIG. In FIG. 3, a source pressure generating device 90 adjusts a line oil pressure P _{L obtained} by adjusting the pressure of hydraulic oil pumped from a hydraulic pump 92 rotationally driven by the engine 10 to a value corresponding to the engine load. The frictional engagement devices C1, C2, C3, B1, B2, and B3 output the original pressure to the shift valve device 94 and the like. Manual valve 9
6 is mechanically connected to the shift lever 84, and switches the line oil pressure P _L in response to a travel range selection operation of the shift lever 84 to correspond to the selected travel range. Hydraulic pressure, eg R
The range pressure, D range pressure, 2 range pressure, and L range pressure are output to the shift valve device 94. The electromagnetic on-off valves SV1 and SV2 are operated by the shift electronic control device 20 exclusively for selecting a gear position, and thereby output a signal pressure to the shift valve device 94.

The shift valve device 94 includes a manual valve 96
Hydraulic pressure corresponding to the driving range and two first electromagnetic switches
The hydraulic signals from the valve SV1 and the second solenoid on-off valve SV2
1-2 shift that is switched during gear shifting based on
Valves, 2-3 shift valves, 3-4 shift valves, etc.
According to the operation shown in FIG.
1, C2, C3, B1, B2, B3 Select the engagement hydraulic pressure
To supply. These hydraulic friction engagement devices C1, C2, C
3, B1, B2, B3, clutches C1, C2, C
3 and brakes B1, B2
That is, a C1 accumulator for alleviating an increase in engagement torque.
Rator A_C1, C2 accumulator A_C2, C3 accumure
Data A_C3, B1 accumulator A_B1, B2 Accumley
TA A_B2Are connected respectively. The above C1 accumure
Data A_C1And B1 accumulator A _B1And the above C2
Accumulator A_C2, C3 accumulator A_C3, And B
2 accumulator A_B2The electronic control unit 20 for shifting
Line hydraulic pressure P that can be changed by a command from_LBut that
It is supplied as accumulate back pressure, and shift transient
Adjust the engagement oil pressure of each hydraulic friction engagement device during the period
The shift transient control is performed as follows.

The shift valve device 94 and the clutch C
1 and C1 accumulator A_C1Between the third electromagnetic
Hydraulic signal from on-off valve SV3 and engagement of brake B1
Pressure P _B1Switch the flow resistance between them based on
And the engagement timing of the clutch C1 according to the vehicle state.
Orifice to adjust timing
With multiple oil passages and oil for switching between the multiple oil passages
And an orifice switching valve device 98 having a passage switching valve.
Have been.

[0027] Figure 4, the out of the hydraulic control circuit 18 will be described in detail based on pressure generator 90 for generating a line pressure P _L as the original pressure of the hydraulic fluid supplied to the clutch C1 and the brake B1, etc. FIG. In FIG. 4, the hydraulic pump 92 is rotationally driven by the engine 10 and sucks the recirculated hydraulic oil through the strainer 100 to pump it to the line pressure regulating valve 102.

The line pressure regulating valve 102 is connected to the plunger 11
0 and in the axial direction in contact with the plunger 110.
It is provided so as to be movable, and is connected to the input port b and the output port d.
Spool valve element 112 for opening and closing the space, and the spool valve element
A switch for urging the valve 112 in the valve closing direction via a spring receiving plate 114.
And an input port b.
The hydraulic pressure of the hydraulic oil supplied from the hydraulic pump 92 is
Supply from the near solenoid valve SLT to the input port a
Control hydraulic pressure P_SOn the basis of the load on the engine 10.
That is, the size of the gear corresponding to the input torque of the automatic transmission 14
In hydraulic pressure P_LAdjust the pressure. Of the line pressure regulating valve 102
The hydraulic pressure of the input port b is fed to the input port c.
It is supplied as back hydraulic pressure. Spring 11
6 urging force to W_REGThe land of the spool valve 112
The area of the annular pressure receiving surface of 118 is A _REG1, Above spool valve
Plunger for urging the child 112 in the valve closing direction of the output port d
The area of the pressure receiving surface of the_REG2Then, the above line
Hydraulic pressure P_LIs represented by the following equation (1). Here, equation (1)
Is the line hydraulic pressure P_LIs the control hydraulic pressure P_SIn proportion to
Indicates that it can be generated. Control oil pressure P_SIs en
Gin load or input torque T of the automatic transmission 14_INThe size of
In the normal case, the line pressure P_LIs the hydraulic
It is necessary and sufficient to prevent slippage of the frictional engagement device.
Engine load or automatic transmission 14
Input torque T_INNormal pressure adjustment value corresponding to the size
Is regulated.

[0029]

P _L = (A _REG2 / A _REG1 ) · P _S + W _REG / A _REG1 (1)

The linear solenoid valve SLT has a spool valve element 120 for opening and closing between an input port a and an output port b thereof, and a spring 122 for urging the spool valve element 120 in a valve opening direction. . The aforementioned input port a, a constant pressure P _SOL is supplied, the control as a hydraulic whose constant pressure P _SOL is pressure regulated in response to the exciting current output from the shift electronic control unit 20 to the linear solenoid S _SLT hydraulic P _S is generated at the output port b. The urging force for urging the spool valve 120 in the valve closing direction of the output port b in accordance with the exciting current of the linear solenoid S _SLT is F _I , the urging force of the spring 122 is W _SLT , _Assuming that the area of the annular pressure receiving surface of the land 124 is A _SLT , the oil chamber 128 between the land 124 and the land 126 and the output port b are communicated with each other by the oil passage 130.
Since the hydraulic pressure acting on the annular pressure receiving surface is the control hydraulic pressure P _S , the control hydraulic pressure P _S is expressed by equation (2).

[0031]

P _S = W _SLT / A _SLT -F _I / A _SLT (2)

In FIG. 4, a pressure reducing valve 132 is a spool valve 13 that opens and closes between an input port a and an output port b.
6 and a spring 138 for urging the spool valve element 136 in the valve opening direction. The line oil pressure P _L supplied to the input port a is regulated to the constant pressure P _SOL and the output port b is adjusted. And supplied to the linear solenoid valve SLT, the linear solenoid valve SLU, and the like. The input port c of the pressure reducing valve 132 is supplied with the hydraulic pressure of the output port b as a feedback hydraulic pressure. If the pressure receiving area communicating with the input port c of the spool valve element 136 is A _MOD and the urging force of the spring 138 is W _MOD , the constant pressure P _SOL is equal to the constant pressure represented by the equation (3). Become.

[0033]

## _EQU3 ## P _SOL = W _MOD / A _MOD (3)

FIG. 5 is a functional block diagram for explaining main control functions of the electronic control unit 20 for shifting. FIG.
, The shift control point means 142
The actual vehicle speed V, the throttle opening TA, the fuel injection amount F, the intake air amount Q, the accelerator pedal operation amount, etc. are represented from a shift diagram previously selected corresponding to the travel range selection operation. The shift of the automatic transmission 14 is determined based on the engine load, and a shift output for realizing the determined gear is performed. That is, in the shift point control means 142, the point representing the actual vehicle speed V and the engine load is, for example, 3-4 points in the two-dimensional coordinates composed of the vehicle speed axis representing the actual vehicle speed V and the engine load axis representing the engine load. When the vehicle crosses the shift line and enters the third speed region from the fourth speed region divided by the shift line, 4 → 3
A downshift line is determined.

The shift transition control means 144 controls the engagement pressure of the hydraulic friction engagement device during the shift process in response to the shift output from the shift point control means 142 in order to enhance the shift feeling. That is, in the shift transient control means 144, when the shift point control means 142 determines that the 4 → 3 downshift is performed, as shown in the time chart of FIG. B
The engagement pressure P _{B1 of the} brake B1 and the engagement pressure P _{C1 of the} clutch C1 are controlled in accordance with the degree of progress of the shift so that the release of the clutch 1 and the engagement of the clutch C1 are performed at appropriate timing. . After the engagement of the clutch C1 is started simultaneously with the opening of the brake B _1, orifice selector valve device 98
The back pressure (=) corrected by learning so that the tie-up is suppressed by the tie-up learning control means 146 while adjusting the engagement timing of the clutch C1
P _L ) is supplied to accumulators A _B1 and A _C1 , or the back pressure (= P) corrected by learning so that overshoot is suppressed by overshoot control means 148.
_L ) is supplied to the accumulators A _B1 and A _C1 , so that the engagement pressures P _B1 and P _B during the 4 → 3 downshift period
_C1 is controlled.

The tie-up degree calculating means 150 calculates the primary differential value DN _IN of the input shaft rotation speed N _IN during the clutch-to-clutch shift period such as the 4 → 3 down shift.
And the integrated value DDN _IN is used as the output shaft torque of the automatic transmission 14 caused by the overlapping of the engagement states of the pair of hydraulic friction engagement devices involved in the clutch-to-clutch shift. and outputs an amount indicating a degree of the tie-up is a temporary decrease in T _O. FIG. 7 shows the primary differential value DN _{IN of the} input shaft rotation speed N _IN and the integrated value D
DN _IN .

That is, the tie-up degree calculating means 15
0 is a primary differential value N _{IN of} the input shaft rotation speed N _IN detected by the input shaft rotation speed sensor 80 during the clutch-to-clutch shift period, that is, a difference DN _{IN for} each sampling cycle (= N _{IN (i)} −N _{IN (i-1)} ), and a first derivative value calculating means 154 for sequentially calculating the first derivative value.
Sequentially calculates an integrated value DDN _IN of the primary differential value DN _IN by integrating the primary differential value DN _IN sequential calculated input shaft rotational speed by 54, of the pair within the clutch-period hydraulic Integrating means 160 for outputting as an amount indicating the degree of tie-up of the automatic transmission 14 caused by the overlapping of the engagement states of the frictional engagement device.
And

In the tie-up degree calculating means 150, the magnitude of the primary differential value DN _IN of the input shaft rotation speed N _IN sequentially calculated by the primary differential value calculating means 154 is set to a predetermined reference value A _1. Primary differential value determining means 156 for successively determining whether or not the following conditions are satisfied, and the primary differential value DN _{IN of the} input shaft rotation speed N _IN is determined by the primary differential value determining means 156 below a predetermined reference value A ₁ . If it is determined that there is, the clearing means 158 for clearing the integrated value of the integrating means 160 to zero is further provided. Since the input shaft rotation speed N _IN may include noise, the determination reference value A ₁ is obtained by integrating only the primary differential value DN _IN at the time of occurrence of tie-up at the time of clutch-to-touch touch-down shift. As described above, the value is set to a value slightly smaller than the primary differential value DN _IN when the tie-up occurs.

The tie-up learning control means 146 is
The input shaft rotation speed is determined by the
Rolling speed N_INIs the value immediately before the synchronous rotation speed, for example, 4 →
In the case of three downshifts, the rotation speed G in the third gear is set._Three×
N_OLower by a predetermined value (for example, about 50 r.p.m.)
Is reached, and a tie-up is determined.
By means 153,
Integrated value DDN_INIs a preset tie-up criterion
Value B₁In other words, based on exceeding the control target,
When it is determined that an error occurs,
Product output as a quantity indicating the degree of tie-up from 0
Arithmetic DDN_INBased on the clutch-to-clutch shift period
Back pressure (=) that controls the engagement pressure of the hydraulic friction engagement device
Line hydraulic pressure P_L) Is corrected to eliminate the tie-up
I do. For example, line hydraulic pressure P_LControl the liniersole
Drive current D during the shift period of the solenoid valve SLT_SLTThe correction value
k (DDN_IN-DDN_IN1) Is corrected by adding
Learning in the next clutch-to-clutch shift
Corrected back pressure (= P_L) Is accumulator A _B1You
And A_C1To prevent tie-up
You. The above DDN_IN1Is the target tie-up amount (degree)
That is, the maximum value of the allowable tie-up amount. But
Therefore, for example, in a 4 → 3 downshift, tie-up
Integrated value DDN indicating degree_INIs the target tie-up amount DDN
_IN1If the driving current D is larger than_SLT
Correction value k (DDN_IN-DDN_IN1) Just make it bigger
Pressure P of the switch C1_C1And the engagement of the clutch C1
Input shaft rotation speed N_INTie-up degree
Match DDN_INThe larger is the slower.

The overshoot determination means 162
During the latch-to-clutch shift period, the input shaft rotation speed
Degree N_INIs the rotational speed after shifting, for example, 4 → 3 downshift
Is N _O× G_Three(However, G_ThreeIs the automatic change in the third gear
Overshoot S that temporarily exceeds the speed ratio of the transmission 14)
(See FIG. 8) is determined by the magnitude of the overshoot S.
(Amplitude) A_OIs a predetermined criterion value A₁Beyond
It is determined based on the above. Judgment of overshoot occurrence time
Means 164 determines the overshoot S occurrence time (width)
T_OIs a predetermined criterion value T₁Whether or not
Is determined. Overshoot related control prohibiting means 166
Is determined by the overshoot occurrence time determination means 164.
Occurrence time T of overshoot S_OIs a preset decision
Reference value T₁If it is determined that
The overshoot S is generated by the basshoot determination means 162.
Overshoes to be performed in connection with the determination of rawness
Related control, for example, the overshoot learning control 148
Prohibit execution. When a strong tie-up occurs,
The engagement side hydraulic friction engagement device that causes the
For example, in a 4 → 3 downshift, the clutch C1 is
The input rotation speed N_INOh no
A batch S also occurs at the same time._O
Has a property shorter than the normal overshoot S.
Using the overshoot determining means 162
Even if overshoot S is determined by
T_OIs the criterion value T₁If it is less than
Judgment is not a shoot and overshoot related control
May be banned.

The overshoot occurrence time determination means 164 determines a reference value T ₁ in advance based on the magnitude (amplitude or height) A _O of the actual overshoot S from a relationship stored in advance. the overshoot generation time T _O of is to determine whether a the determination reference value T ₁ less. Since a normal overshoot has a fixed relationship between its size and width (occurrence time), the previously stored relationship is obtained by experiment.

The overshoot learning control means 148
When the overshoot occurrence time determination means 164 determines that the overshoot S occurrence time T _O is greater than the determination reference value T ₁ , the clutch-to-clutch is determined based on the magnitude A _O of the overshoot S. The next engagement pressure is corrected so that the overshoot of the engagement pressure of the hydraulic friction engagement device during the shift period is eliminated. For example, in a 4 → 3 downshift, if the magnitude A _O indicating the overshoot amount is larger than the target overshoot amount A ₁ , the drive current _DSLT correction value k (A _O
−A ₁ ) to increase the engagement pressure P _C1 of the clutch C1 and increase the input shaft rotation speed N due to the engagement of the clutch C1.
_{The IN} is raised faster as the overshoot amount A _O is larger.

The main part of the control operation of the shift electronic control unit 20 will be described below with reference to FIG. FIG. 9 shows power-on 4
This shows a 4 → 3 downshift learning correction routine executed during a → 3downshift.

In FIG. 9, the input shaft rotation speed
In SA1 corresponding to the pre-judgment means 152, 4 → 3 down
Input shaft rotation speed N during shifting_INIs the synchronous rotation speed
Chi G _Three× N_OThan a predetermined value (for example, about 50 r.p.m.)
(Value) lower by α (G_Three× N _O−α)
Is determined. The predetermined value is expected to cause tie-up
This corresponds to the lower limit of the region to be set. Initially this
Since the determination of SA1 is denied, the procedure for calculating the primary differential value is performed.
At SA2 corresponding to step 154, the input shaft rotation speed N
_INFirst derivative DN_INAre sequentially calculated. Then,
In SA3 corresponding to the primary differential value determination means 156,
Primary differential value DN calculated in SA2_INBut in advance
Set reference value A₁Is greater than or equal to
It is.

Initially, since the determination at SA3 is denied, the integrated value DDN _IN is cleared to zero at SA4 corresponding to the clearing means 158. For this reason, even if the primary differential value DN _IN exceeds the judgment reference value A ₁ due to noise mixed in the input shaft rotation speed N _IN , it does not continuously exceed the judgment reference value A _1. The value DDN _IN is cleared to zero. However, a 4 → 3 downshift, which is a clutch-to-clutch shift, proceeds,
When the input shaft rotation speed N _IN is increased by the engagement force of the clutch C1 due to the tie-up and the primary differential value DN _IN becomes large, the determination at SA3 is affirmed. Therefore, at SA5 corresponding to the integration means 160, The integration of the primary differential value DN _IN calculated in SA2 is started. FIG.
This state is indicated at t ₂ . The broken line in FIG. 6 indicates the input shaft rotation speed N _IN when no tie-up occurs.

Next, the overshoot judging means 16
In SA8 corresponding to No. 2, the occurrence of the overshoot S is determined based on whether or not the magnitude A _O has become equal to or greater than a predetermined reference value A ₁ . When a normal tie-up occurs, the determination in SA8 is denied.
After the overshoot learning control of SA11 is prohibited in step 9, this routine is repeated. As a result, FIG.
As shown in (1), the primary differential value DN _IN is sequentially integrated, and the integrated value DDN _IN is sequentially increased. Note that points on the line indicating the input shaft rotation speed N _IN in FIG. 7 indicate sampling points.

While the above steps are repeatedly executed, the input shaft rotation speed N _IN becomes the synchronous rotation speed (G ₃ × N
_O− α), when the determination of SA1 is affirmed,
Wherein in SA6 corresponding to the tie-up determining means 153 determines whether the integrated value DDN _IN indicating the degree of tie-up is greater than the tie-up criterion value B ₁ set in advance is determined. If the determination of SA6 is denied,
Since the learning control for suppressing the tie-up is not required, SA8 is not executed and SA8 and the subsequent steps are executed.

However, if the determination in SA6 is affirmative, the tie-up learning control means
In A7, 4 → 3 drive signals D _SLT of the linear solenoid valve SLT for controlling the line pressure P _L serves as the back pressure of the accumulator A _C1 to control the transient push Nawachigakarigo圧P _C1 of the gear shifting of the clutch C1 Is the integrated value DDN _IN indicating the tie-up degree for the next 4 → 3 shift.
Is corrected based on That is, _DSLT = _DSLT + k
(DDN _IN -DDN _IN1 ) is calculated.

The normal overshoot S occurs in place of the tie-up, or the overshoot S associated with the occurrence of a strong tie-up causes the SA.
If the determination in step 8 is affirmative, the SA 10 corresponding to the overshoot occurrence time determination means 164 determines whether the width of the overshoot S, that is, the occurrence time T _O is larger than a predetermined reference value T _1. Is done. This criterion value T ₁ is the normal overshoot S or the overshoot S related to the occurrence of strong tie-up.
Is a value for determining whether the overshoot S is equal to or larger than the magnitude (amplitude or height) of the overshoot S.
Determined based on A _O.

If the determination at SA10 is negative,
The overshoot learning control is prohibited in SA9 because it is considered to be an overshoot S related to the occurrence of a strong tie-up, but if affirmative, it is considered to be a normal overshoot S, so that the overshoot S is considered. In SA11 corresponding to the shoot learning control means 148,
Transient pressure of clutch C1, ie, engagement pressure P during 4 → 3 shift
Linear solenoid valves SL for controlling the line pressure P _L serves as the back pressure of the accumulator A _C1 to control the _C1
The drive signal D _{SLT of} T is corrected based on the magnitude A _O indicating the degree of the overshoot for the next 4 → 3 shift. _{That, D SLT = D SLT -k (} A O -
A _O1 ) is calculated.

As described above, according to this embodiment, during the 4 → 3 downshift period, which is a clutch-to-clutch shift, the first derivative of the input shaft rotation speed N _IN is obtained by the first derivative value calculation means 154 (SA2). When the value DN _iN is sequentially calculated by the integrating means 160 (SA5), the primary differential value DN _iN is calculated sequentially accumulated has been integrated value DDN _iN, the integrated value DDN _iN is an amount indicating the degree of tie-up Since this is output, the degree of tie-up occurring during the clutch-to-clutch shift period can be suitably obtained. Therefore, in the learning control for eliminating the tie-up by the tie-up learning control means 146 and improving the shift feeling, the learning correction amount k corresponding to the degree of the tie-up is set.
Since (DDN _IN -DDN _IN1 ) can be determined, tie-up can be quickly converged.

Further, according to the present embodiment, the primary differential value calculation
Input shaft rotation sequentially calculated by means 154 (SA2)
Speed N_INFirst derivative DN_INIs a preset criterion
Value A ₁Primary differential value judgment to judge sequentially whether or not
Means 156 (SA3) and its primary differential value judging means 15
6, the input shaft rotation speed N_INFirst derivative DN_INBut
Judgment reference value A₁If it is determined to be
In this case, the integrated value of the integrating means 160 is cleared to zero.
Clearing means 158 (SA4) is further provided.
In this way, the input shaft rotation speed at the time of tie-up
N_INFirst derivative DN_INOnly
Tie-up is prevented when accumulation is not performed
The degree of reliability is further enhanced.

Further, according to this embodiment, the overshoot in which the input shaft rotational speed N _IN temporarily exceeds the post-gear rotational speed G ₃ × N _O during the 4 → 3 downshift period which is the clutch-to-clutch shift. and S overshoot determining means 162 the occurrence of determining (SA8), overshoot generation time determining means for determining whether the overshoot or occurrence time T _O of S is preset determination reference value T ₁ less 164 (SA10) and the overshoot occurrence time T _O by the overshoot occurrence time determination means 164.
If but it is determined that the set criterion value T ₁ less in advance, prohibits the overshoot associated control the generation of overshoot is executed in connection to the determination by the overshoot determining means 162 An overshoot-related control prohibiting unit 166 (SA9) is further provided. When a strong tie-up occurs, the clutch is pulled up by early engagement of the clutch C1, which is a cause of the tie-up, so that an overshoot of the input rotational speed N _IN occurs at the same time. However, with the above configuration, even if the occurrence of overshoot is determined, overshoot-related control executed by the overshoot-related control prohibiting means 166 in connection with the determination of occurrence of overshoot is performed. Since the control, that is, the execution of the overshoot learning control unit 148 is prohibited, the overshoot-related control is not performed when tie-up should be dealt with.

According to the present embodiment, the integrating means 160
Output from, based on the integrated value DDN _IN is an amount indicating the degree of the tie-up, to correct the 4 → 3 engagement pressure P _C1 of the clutch C1 in the down shift period as tie-up is eliminated Thailand Since the up-learning control unit 146 (SA7) is provided, even if a tie-up occurs, the tie-up is quickly eliminated by the tie-up learning control unit 146, so that a suitable shift feeling can be obtained. .

Further, according to the present embodiment, the overshoot occurrence time determination means 164 (SA10) previously determines the determination reference value T ₁ based on the magnitude (amplitude or height) A _O of the overshoot S. , Overshoot S occurrence time T
_O is intended to determine whether or not the determination reference value T ₁ less. The normal overshoot S has the magnitude A
Relationship constant between the _O and the width (generation time) T _O, compared to, overshoot S which is generated due to the strong tie-up, the width T _O for its size A _O There is a phenomenon that is small. According to the above, the overshoot S generated due to a strong tie-up
Has the advantage of being more reliably determined.

According to the present embodiment, when the overshoot occurrence time determination means 164 determines that the overshoot S occurrence time T _O is longer than the criterion value T ₁ , the magnitude of the overshoot S becomes large. Based on A _O
4 → 3 since the overshoot learning control means 148 for correcting such overshoot S the engagement pressure P _C1 of the clutch C1 in the downshift period is eliminated (SA11) is provided, overshoot S occurs Also, since the overshoot is immediately eliminated by the overshoot learning control means 148, a suitable shift feeling can be obtained.

Although the embodiment of the present invention has been described with reference to the drawings, the present invention can be applied to other embodiments.

For example, in the above-described embodiment, a 4-to-3 downshift that is a clutch-to-clutch shift has been described, but a 3-to-4 upshift may be used.

Further, in the automatic transmission 14 of the above-mentioned embodiment, the clutch-to-clutch shift is provided between the third speed gear and the fourth speed gear door.
The clutch may be configured to perform clutch-to-clutch shifting between other gears.

Although the automatic transmission 14 of the above-described embodiment is configured as the fourth forward speed, the third speed or the fifth forward speed is employed.
It may be configured as speed.

Further, the tie-up learning control means 153 and the overshoot learning control means 148 of the above-described embodiment.
Has learned and corrected the engagement pressure P _C1 of the clutch C1, which is the engagement-side hydraulic friction engagement device in the 4 → 3 downshift. However, the open hydraulic friction in the 4 → 3 downshift. The engagement pressure P _B1 of the brake B1, which is the engagement device, may be learned and corrected.

The above is merely an embodiment of the present invention, and the present invention can be variously modified without departing from the gist thereof.

[Brief description of the drawings]

FIG. 1 is a diagram illustrating a configuration of a vehicle power transmission device including a control device according to an embodiment of the present invention.

FIG. 2 is a diagram illustrating a shift speed achieved by a combination of operations of a friction engagement device provided in the automatic transmission of FIG. 1;

FIG. 3 is a block diagram schematically illustrating a main configuration of a hydraulic control device that controls the automatic transmission of FIG. 1;

FIG. 4 is a hydraulic circuit diagram specifically illustrating a hydraulic circuit configuration of the source pressure generating device of FIG.

FIG. 5 is a functional block diagram illustrating a main part of a control function of the electronic control unit for shifting shown in FIG. 1;

FIG. 6 is a time chart for explaining an operation of a 4 → 3 downshift in the shift electronic control device of FIG. 1;

FIG. 7 is a time chart illustrating a line corresponding to the tie-up, which is a line indicating the input shaft rotation speed in FIG. 6, and an integrated value obtained by integrating the primary differential values of the portion.

FIG. 8 is a time chart for explaining an overlap that occurs at the time when the input shaft rotation speed reaches the synchronous rotation in FIG. 6;

9 is a flowchart illustrating a control operation of the shift electronic control device of FIG. 1, and is a diagram illustrating a 4 → 3 downshift learning correction routine.

[Explanation of symbols]

14: Automatic transmission 80: Input shaft rotation speed sensor (input shaft rotation speed detection device) 154: Primary differential value calculating means 156: Primary differential value determining means 158: Clearing means 160: Integrating means 162: Overshoot determining means 164: Overshoot occurrence time determining means 166: Overshoot related control prohibiting means C1: clutch, B1: brake (hydraulic friction engagement device)

Continued on the front page (72) Inventor Ryoji Habuchi 1 Toyota Town, Toyota City, Aichi Prefecture Inside Toyota Motor Co., Ltd. (72) Inventor Yoshikazu Tanaka 1 Toyota Town, Toyota City, Aichi Prefecture Toyota Motor Corporation (72) Invention Toshinari Suzuki 1 Toyota Town, Toyota City, Aichi Prefecture F-term in Toyota Motor Corporation (Reference) 3D041 AA57 AA66 AB01 AC06 AC08 AC15 AC18 AD02 AD04 AD05 AD07 AD09 AD10 AD17 AD22 AD23 AD31 AD35 AD51 AE14 AE22 AE30 AE39 AF00 AF01 AF07 AF09 3G093 AA05 CB08 DB01 DB21 DB23 EB03 EC04 FA00 FA11 FB05 3J052 AA01 CA07 CA09 FA01 FA03 FB31 GC44 HA02 KA01 LA01

Claims (3)

[Claims] In a vehicle automatic transmission in which one gear is selected from a plurality of gears according to a combination of operations of a hydraulic friction engagement device, a pair of hydraulic pressures involved in a clutch-to-clutch shift is provided. A control device of a type which performs an opening of an opening-side hydraulic friction engagement device and an engagement of an engagement-side hydraulic friction engagement device in an overlapping manner among the frictional engagement devices, wherein the automatic transmission An input shaft rotation speed detecting device for detecting the input shaft rotation speed of the input shaft rotation speed; and a first derivative for sequentially calculating a primary differential value of the input shaft rotation speed detected by the input shaft rotation speed detection device during the clutch-to-clutch shift period. Value calculating means, and calculating the integrated value of the primary differential value of the input shaft rotational speed by integrating the primary differential values of the input shaft rotational speed sequentially calculated by the primary differential value calculating means. Output as an amount indicating the degree of tie-up, which is a temporary decrease in the output shaft torque of the automatic transmission caused by the overlapping of the engagement states of the pair of hydraulic friction engagement devices during the tooth clutch shift period. A control device for an automatic transmission for a vehicle, comprising: 2. A primary differential value determining means for sequentially determining whether the magnitude of a primary differential value of an input shaft rotation speed sequentially calculated by said primary differential value calculating means is equal to or less than a predetermined reference value. And clearing means for clearing the integrated value of the integrating means to zero when the primary differential value determining means determines that the primary differential value of the input shaft rotation speed is equal to or less than a predetermined reference value. The control device for an automatic transmission for a vehicle according to claim 1, further comprising: 3. An overshoot determining means for determining the occurrence of an overshoot in which the input shaft rotational speed temporarily exceeds the rotational speed after the shift during the clutch-to-clutch shift period, Overshoot occurrence time determining means for determining whether or not the time is equal to or less than a set determination reference value; and the overshoot occurrence time determination means determines that the overshoot time is equal to or less than a predetermined determination reference value. In this case, the apparatus further includes overshoot-related control prohibiting means for prohibiting overshoot-related control executed in connection with the occurrence of overshoot determined by the overshoot determining means.
Or a control device for an automatic transmission for a vehicle according to (2).