JP2000352460A - Device and method for controlling automatic transmission - Google Patents

Abstract

PROBLEM TO BE SOLVED: To permit clutch re-engagement control of high accuracy and reliability by preventing erroneous recognition of the release period of a release-side frictional engaging device due to travel on a bad road, and surely preventing tie-up due to the failure to recognize the release period, and upwash due to early release. SOLUTION: This control device uses a bad road travel judgment means 132 to judge the condition of a road surface on which a vehicle travels, and uses a hydraulic control switch means 133 to change over the method of controlling hydraulic pressure acting on a frictional engaging device during shifts, depending on the result of judgment and whether the vehicle is traveling on a normal road or a bad road; appropriate hydraulic control is output by a pressure regulation command generating means 134. Thus, erroneous recognition of release period can be prevented even when the vehicle is traveling on a bad road.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a control device and a control method for an automatic transmission for controlling a hydraulic pressure used for a shift operation in an automatic transmission of a vehicle, and a vehicle equipped with the control device.

[0002]

2. Description of the Related Art A conventional control method of this kind is disclosed, for example, in Japanese Patent Application Laid-Open No. Hei 10-96465. In this conventional control method, the start timing of the torque phase is recognized using the change rate of the transmission output shaft rotation speed, and the release operation of the release-side friction engagement device is executed at this timing. Here, the torque phase refers to a period during which only the transmission output shaft torque changes without decreasing the turbine rotational speed when focusing on the temporal change of the transmission output shaft torque.

[0003]

As described above, Japanese Patent Application Laid-Open
According to the method described in -96465, it is possible to recognize the torque phase by a method using the rate of change of the transmission output shaft speed on relatively good road surface conditions such as paved roads and gravel roads. Yes, good shift characteristics are realized. However, in the control method described in JP-A-10-96465, traveling while stepping on a center marker installed in the center of the road,
Alternatively, when the vehicle is traveling on a rough road such as a dirt road where the road surface condition is further deteriorated, the noise level of the transmission output shaft rotation speed change rate and the signal level have substantially the same waveform, and erroneous recognition of the torque phase start timing occurs. As a result, the release timing of the release-side friction engagement device is not appropriate, and phenomena such as blow-up and tie-up of the turbine speed occur, and the shift characteristics deteriorate. As a result, deterioration of the friction engagement device is promoted.

A first object of the present invention is to determine a road surface condition on which a vehicle is traveling, to prevent erroneous recognition of a release timing of a disengagement-side friction engagement device due to traveling on a rough road, to provide a highly accurate and reliable vehicle. An object of the present invention is to provide a control device and a control method for an automatic transmission that realizes high clutch switching control, and an automobile equipped with the control device.

A second object of the present invention is to provide an automatic transmission which can reliably prevent a tie-up due to a failure in recognizing a release timing of a release-side friction engagement device and realize a highly accurate and highly reliable clutch switching control. To provide a control device and a control method.

A third object of the present invention is to provide a highly accurate and highly reliable clutch changeover control that reliably prevents erroneous recognition of the release timing of the release-side frictional engagement device or tying-up due to recognition leakage. It is an object of the present invention to provide a control device and a control method for an automatic transmission that realizes the above.

[0007]

(1) In order to achieve the first object, the present invention relates to an automatic transmission having an automatic transmission connected to an engine. And a control device for an automatic transmission having a pressure control command generating means capable of controlling the hydraulic pressure acting on the friction engagement device, wherein the pressure control command generating means has at least two hydraulic pressure setting means. A rough road running determining means for determining whether the road surface on which the vehicle is running is a rough road; and a hydraulic pressure in the pressure regulation command generating means based on a result determined by the bad road running determining means. And a hydraulic control switching means for switching the setting means.

As described above, it is determined whether or not the traveling road surface is a rough road, and based on the result, the hydraulic pressure setting means in the pressure regulation command generating means is switched. For example, in the case of running on a flat high-quality road surface, the release timing of the disengagement-side friction engagement device is set using the change rate of the transmission output shaft rotation speed, and in the case of determining that the vehicle is running on a bad road, using a timer. This prevents erroneous recognition of the release time and realizes highly accurate and reliable clutch switching control.

(2) Further, in order to achieve the first object, according to the present invention, a shift is executed by engaging and disengaging a predetermined friction engagement device in an automatic transmission connected to an engine. In the control method of the automatic transmission when adjusting the hydraulic pressure acting on the friction engagement device, it is determined whether or not the road surface condition on which the vehicle is traveling is a rough road, based on the determination result, The control method for adjusting the hydraulic pressure acting on the friction engagement device is to be switched.

As a result, as described in (1) above, it is possible to prevent the turbine rotation speed from being blown up due to erroneous recognition of the release time, and to realize a highly accurate and highly reliable clutch switching control.

(3) In order to achieve the second object,
SUMMARY OF THE INVENTION The present invention provides a pressure control command capable of performing a shift by engaging and disengaging a predetermined friction engagement device in an automatic transmission connected to an engine and adjusting a hydraulic pressure acting on the friction engagement device. A control device for an automatic transmission having a generating means, wherein a release time recognizing means for recognizing a release time of a disengagement side frictional engagement device at the time of shifting of the automatic transmission; and First release determining means for determining the release operation of the release-side friction engagement device, and forcibly releasing the release-side friction engagement device when the release time cannot be recognized by the release time recognition means. And a second release determining means for determining the pressure, wherein the pressure regulation command generating means operates to release the release side frictional engagement device based on the determination of the first and second release determining means. And the.

As described above, separately from the first release determining means, the second release determining means
If the release timing of the release-side friction engagement device cannot be recognized by the release-time recognition device, the release operation of the release-side friction engagement device is forcibly determined. Even if the release time cannot be recognized due to driving, etc., the frictional engagement device is forcibly released, thereby reliably preventing tie-ups due to leakage of the release time, and replacing the clutch with high accuracy and reliability. Control is realized.

(4) Further, in order to achieve the third object, the present invention executes a shift by engaging and disengaging a predetermined friction engagement device in an automatic transmission connected to an engine, and A control device for an automatic transmission having a pressure adjusting command generating means capable of adjusting a hydraulic pressure acting on the friction engagement device, wherein a release timing of the release-side friction engagement device at the time of shifting of the automatic transmission is recognized. Release time recognizing means, first release determining means for determining a release operation of the release side frictional engagement device based on a recognition result of the release time recognizing means, and the release time recognizing means does not recognize the release time. Second release determining means for forcibly determining the release operation of the release side frictional engagement device when possible, wherein the pressure regulation command generating means includes
Release that operates to release the release-side friction engagement device based on the determination of the release determination means, and further inhibits the release operation of the release-side friction engagement device for a predetermined period from the start of shifting of the automatic transmission. It shall have prohibition means.

As described above, separately from the first release determination means, the second
By providing the release determining means, as described in (3) above, the tie-up due to the missed recognition of the release time is reliably prevented, and the release prohibiting means is provided, and the release side is set for a predetermined period from the start of the shift of the automatic transmission. By prohibiting the release operation of the friction engagement device, even if the release time is erroneously recognized due to, for example, running on a bad road, it is possible to reliably prevent the blow-up due to the early release and to achieve a highly accurate and reliable clutch switching control. Is realized.

(5) Further, in order to achieve the second object, the present invention performs a shift by engaging and disengaging a predetermined friction engagement device in an automatic transmission connected to an engine, and In the control method of the automatic transmission when adjusting the hydraulic pressure acting on the friction engagement device, the release timing of the release-side friction engagement device at the time of shifting the automatic transmission is recognized, and the recognized result is The release operation of the release-side frictional engagement device is determined based on the release operation, and when the release time cannot be recognized, the release operation of the release-side frictional engagement device is forcibly determined. The hydraulic pressure acting on the friction engagement device is adjusted so as to release the release-side friction engagement device.

As a result, as described in the above (3), tie-up due to missing recognition of the release time is reliably prevented, and highly accurate and highly reliable clutch switching control is realized.

(6) Further, in order to achieve the third object, according to the present invention, a shift is executed by engaging and disengaging a predetermined friction engagement device in an automatic transmission connected to an engine. A method for controlling an automatic transmission when adjusting a hydraulic pressure acting on the friction engagement device at the time of the shift, wherein a release timing of a release-side friction engagement device during shifting of the automatic transmission is recognized; The release operation of the release-side friction engagement device is determined based on the recognized result, and when the release time cannot be recognized, the release operation of the release-side friction engagement device is forcibly determined, Based on these determinations, the hydraulic pressure acting on the frictional engagement device is adjusted so as to release the release-side frictional engagement device, and the release-side frictional engagement device is released for a predetermined period from the start of shifting of the automatic transmission. Prohibit operation And shall.

Thus, as described in (4) above, tie-up due to omission in recognition of the release time and blow-up due to erroneous recognition of the release time are reliably prevented, and a highly accurate and highly reliable clutch switching control is realized. Realize.

(7) Further, in order to achieve the first object, the present invention performs a shift by engaging and disengaging a predetermined frictional engagement device in an automatic transmission connected to an engine, and performs a shift. A control device for an automatic transmission having a pressure regulation command generation means capable of regulating a hydraulic pressure acting on the friction engagement device, wherein the pressure regulation command generation means has at least two hydraulic pressure setting means, A rough road traveling determination unit that determines whether a road surface state on which the vehicle is traveling is a rough road, and a hydraulic pressure setting unit in the pressure regulation command generating unit based on a result determined by the rough road traveling determination unit. An automobile equipped with a control device for an automatic transmission, characterized by including a hydraulic control switching means.

As a result, as described in (1) above, the automatic transmission that prevents the turbine speed from blowing up due to erroneous recognition of the release timing and realizes highly accurate and highly reliable clutch switching control is mounted. A car is provided.

[0021]

Embodiments of the present invention will be described below in detail with reference to the drawings.

FIG. 1 is a conceptual diagram of the configuration of an automatic transmission having a control device according to a first embodiment of the present invention. Engine 10
Reference numeral 1 denotes a four-cylinder engine in this embodiment. The engine 101 is provided with an ignition device 102. The ignition device 102 has four ignition plugs 103 corresponding to the number of cylinders of the engine 101. Engine 1
An electronic control throttle 105 for adjusting the flow rate of the air passing therethrough
Fuel injection device 106 for injecting fuel and air flow meter 1
07 is provided. The fuel injection device 106 has four fuel injection valves 108 corresponding to the number of cylinders of the engine 101. The electronically controlled throttle 105 controls the air flow rate by driving a throttle valve 110 with an actuator 109. In a normal automobile, a throttle valve 110 and an accelerator pedal (not shown) are connected by a mechanical wire (not shown), and operate one-to-one.

A flywheel 112 is attached to a crankshaft 111 of the engine 101. The flywheel 112 has an engine speed sensor 1 for detecting the speed of the crankshaft 111, that is, the engine speed Ne.
13 are attached. This flywheel 112
, A stepped transmission mechanism 119 is directly connected to the torque converter output shaft 118, and the torque converter output shaft 118 and the stepped transmission mechanism 119 constitute an automatic transmission 130.

The torque converter 114 is connected to the pump 11
5, a turbine 116 and a stator 117.
An output shaft of the turbine 116, that is, a torque converter output shaft 118 is directly connected to the stepped transmission mechanism 119. Further, a turbine rotation sensor 120 for measuring the turbine rotation speed Nt is attached to the torque converter output shaft 118.

The structure of the speed change mechanism 119 is known, and includes two planetary gears and five friction engagement devices, and selectively engages or disengages the five friction engagement devices.
The rotation speed or direction of the planetary gear changes, and a shift or switching between forward and reverse is executed. In FIG. 1, for convenience of description, these elements are represented by a planetary gear 121 and friction engagement devices 122 and 123. The friction engagement devices 122 and 123
These are controlled by spool valves 126 and 127 and linear solenoids 128 and 129 (pressure adjusting devices), respectively. The speed change mechanism 119 is connected to an output shaft 124, and the output shaft 124 is connected to a propeller shaft (not shown) of the vehicle. The output shaft 124 has an output shaft rotation speed No.
Is mounted, and the start timing of the torque phase is recognized using this sensor signal.

The actuators for driving the engine 101 and the automatic transmission 130 described above are controlled by the controller 131. The controller 131 includes a throttle opening θ, a transmission output shaft rotation speed No, a turbine rotation speed Nt, an engine rotation speed Ne, and a transmission oil temperature Toi.
l, accelerator pedal depression amount α and the like are input and used for control. In a special system, the transmission output shaft torque To detected by using a torque sensor (not shown) attached to the output shaft 124 of the transmission.
Is taken into the controller 131.

FIG. 2 is a shift diagram at the time of upshifting when the automatic transmission 130 is a four-speed automatic transmission. As shown in FIG. 2, the controller 131 makes a shift determination based on the throttle opening θ and the vehicle speed V, and
The shift stage of 0 is determined.

FIG. 3 is a table showing the relationship between the engagement and disengagement of the five friction engagement devices of the transmission mechanism 119 and the shift speed. The automatic transmission 130 includes five friction engagement devices, a low clutch (L / C), a 24 brake (2 & 4 / B), a high clutch (H / C), and a low reverse brake (L & R /
B), a low one-way clutch (L / OWC), which is selectively engaged (締結 in the figure) or released (x in the figure) as shown in FIG. Can be selected. For example, 2-
In the third shift, the shift is established by engaging the high clutch (H / C) and releasing the 24 brake (2 & 4 / B). In the following description, the engagement side frictional engagement device (the frictional engagement device that is currently in the released state and is engaged) is represented by the frictional engagement device 123 in FIG. The friction engagement device which is released in FIG. 1 is represented by the friction engagement device 122 in FIG.

The automatic transmission as described above is provided with the control device of the present embodiment. This control device is constituted by the controller 131 shown in FIG. That is, the controller 131 has the rough road traveling determination means 132, the hydraulic control switching means 133, and the oil pressure regulation command generation means 134 as the control device of the present embodiment. Bad road running determination means 1
At 32, it is determined whether the road surface on which the vehicle is traveling is a good road surface such as a flat pavement road or a bad road such as a gravel road or a dirt road. As an example, a method using the change rate of the output shaft rotation speed No detected by the transmission output shaft rotation speed sensor 125 is considered. The details of this determination method will be described later. Next, the hydraulic pressure control switching means 133 switches the hydraulic pressure control method that operates during gear shifting in the pressure regulation command generating means 134 according to the result determined by the rough road traveling determination means 132. As an example, the torque phase recognition in the normal running is performed by using the change rate of the transmission output shaft rotation speed No.
If it is determined that the vehicle is traveling on a rough road, the operation is switched to torque phase recognition by timer control. When the torque phase is recognized by such a method, the minimum value of the hydraulic pressure command value is output from the pressure regulation command generation means 134 to the linear solenoid 129 related to the release side engagement device 122, and the release side engagement device 122
Is released.

With such a configuration, it is possible to prevent erroneous recognition or omission of the torque phase on a rough road. In the following description, the “friction engagement device” will be referred to for convenience.
Called "clutch."

FIG. 4 is a schematic diagram showing shift characteristics at the time of upshifting according to a conventional general control method. A shift command signal is generated, and hydraulic control during shifting is started. When the engagement clutch hydraulic pressure increases and torque transmission starts, only the output shaft torque decreases without decreasing the turbine speed. This is because torque transmission starts due to the engagement action of the engagement side clutch, torque acts on both clutches with the disengagement side clutch in the engaged state, and a part of the torque output from the engine is not transmitted to the output shaft 124. Because. This region is the torque phase. At this time, by immediately lowering the release side clutch, the turbine speed is reduced, and the gear shift actually starts. In other words, by recognizing the start of the torque phase and releasing the disengagement side clutch at a stroke, good clutch changeover control is realized. Further, the engagement-side clutch oil pressure during shifting and the release-side clutch oil pressure before the start of the torque phase are:
The hydraulic pressure that achieves good shift characteristics is set in advance by tuning for each operating condition of the automatic transmission.

FIG. 5 is a schematic diagram showing shift characteristics at the time of shift-up by a conventional general control method, and showing the influence when the clutch release timing is shifted. As shown by the dashed line in FIG. 5, if the clutch release is executed earlier than the actual start of the torque phase due to, for example, erroneous recognition of the torque phase, the turbine speed will increase and the driver will feel uncomfortable. Also, as shown by the dotted line in FIG.
For example, if the clutch release is executed after a considerable delay from the start of the torque phase due to the recognition failure of the torque phase, a state in which the torque is applied to both the engagement and release clutches (tie-up), and the drag of the output shaft torque and the torque Not only does the fluctuation occur, but also the deterioration of the clutch is promoted. That is, there is a need for a method of accurately recognizing the start timing of the torque phase and preventing erroneous recognition or recognition omission of the recognition method, thereby achieving high reliability.

FIG. 6 is a flowchart showing the respective processing functions of the hydraulic control switching means 133 and the pressure regulation command generating means 134 in the control device of the automatic transmission 130 according to this embodiment.

First, at step 601, it is determined whether or not the road on which the vehicle is currently traveling is a bad road. As an example of a rough road running determination method, the standard deviation σn of the transmission output shaft rotation speed change rate dNo during 200 ms from the generation of the shift command is expressed by the following (1).
It is determined by the formula. When the absolute value of this value is larger than a predetermined constant, it is determined that the vehicle is traveling on a rough road, and otherwise, it is determined that the vehicle is traveling normally.

[0035]

If it is determined that the vehicle is traveling normally, the process proceeds to step 602, and if it is determined that the vehicle is traveling on a rough road, the process proceeds to step 604. In step 602, a torque phase is recognized using the transmission output shaft rotation speed change rate dNo. As a method of recognizing the torque phase, an average value dNo_a of the transmission output shaft rotation speed change rate dNo for 100 ms after the shift command signal is generated is calculated. And (2) shown below
The recognition of the start of the torque phase is executed by the equation.

DNo <(dNo_a−k1) (2) dNo_a: average value of the rate of change in the speed of the transmission output shaft k1: torque phase recognition level, ie, the average value dNo_a subtracts a preset torque phase recognition level k1. When the value falls below the value, it is recognized that the torque phase starts. Here, the torque phase recognition level k1 is set for each shift pattern, and the σ during normal running is set.
It is set to a value of about three times n. Next, proceeding to step 603, the elapsed time from the generation of the shift command to the recognition of the torque phase in step 602 is stored,
The torque phase recognition time stored in advance is updated. On the other hand, at 604, the torque phase is recognized using the value of the torque phase recognition time. When the torque phase recognition process is completed, the process proceeds to step 605, where the command value of the release-side clutch oil pressure is set to the minimum value, and the clutch is released. By adopting such a processing flow, it is possible to prevent erroneous recognition of the torque phase on a rough road, and by updating the time data of the torque phase recognition every time, even if the clutch deteriorates with time, Good release timing is set.

FIG. 7 shows an example of the data table of the torque phase recognition time shown in FIG. The torque phase recognition time is set for each operating condition of the automatic transmission 130. The clutch oil pressure that acts during gear shifting is a hydraulic control torque TqPrs that represents the operating conditions of the automatic transmission 130.
Is set with Since the torque phase recognition time is correlated with the engagement side clutch oil pressure, as shown in FIG.
A torque phase recognition time TmTqPhs corresponding to s is required. Further, TmTqPhs is prepared for each shift pattern. The value of this data table is updated at the time of a shift in normal traveling that is not traveling on a rough road, and even if the clutch changes over time, the optimal release timing is not impaired.

FIG. 8 is a flowchart showing the respective processing functions of the hydraulic control switching means 133 and the pressure regulation command generating means 134 in the control device of the automatic transmission 130 according to this embodiment.

First, in step 801, it is determined whether or not the road on which the vehicle is currently traveling is a bad road, as in step 601 shown in FIG. If it is determined that the road is not a bad road but a normal high-quality road, the process proceeds to step 802. In step 802, an engagement-side clutch oil pressure tuned in advance so as to obtain good torque characteristics during shifting is set, and the oil pressure data is output to the linear solenoid 128 of the engagement-side friction engagement device. Specifically, the engagement clutch oil pressure command value at the time of shifting is, as shown in FIG. 9, a hydraulic control torque TqPrs which is a parameter representing an operating state of the automatic transmission 130 at the time of shifting.
It is set finely every time. These data are set by tuning at the time of manufacturing. On the other hand, step 803
In this case, data on traveling on a rough road is used as the engagement side clutch hydraulic pressure. Specifically, as shown by a dotted line in FIG. 9, a hydraulic pressure higher than the hydraulic pressure during normal traveling is set. This means that when the timing of changing the clutch is shifted during running on a rough road, a blow-up or a tie-up occurs, and the deterioration of the clutch is promoted. Therefore, when determining a bad road, the engagement side clutch hydraulic pressure is set to a higher value than during normal traveling to shorten the shift time and to protect the clutch. As described above, by changing the hydraulic control data between the rough road running and the normal running, it is possible to reduce the damage given to the clutch due to the blow-up and the tie-up.

FIGS. 10 to 14 show a second embodiment of the present invention. FIG. 10 is a conceptual diagram of the configuration of the automatic transmission control device, similarly to FIG. 1, but the illustration of the engine 101 and the automatic transmission 130 in FIG. 1 is omitted. The controller is indicated by reference numeral 131A.

In FIG. 10, a controller 131A is a control device of the automatic transmission according to the present embodiment, and includes a shift command generating means 201, a release timing recognizing means 202, and a release determining means.
203, forced release means 204, and pressure regulation command generation means 13
4 are provided.

In the shift command generating means 201, as shown in FIG. 2, the throttle opening θ and the transmission output shaft rotation speed (vehicle speed)
From No, it is determined whether or not it is in a state to be shifted, and if it is in a state to be shifted, a shift command signal is generated. The release timing recognizing means 202 recognizes the release timing of the release-side friction engagement device (the currently engaged friction engagement device) 122 among the friction engagement devices 122 and 123. As an example,
Recognize the start time of the torque phase. When the release time is recognized, the release determination means 203 outputs the minimum value of the hydraulic pressure command value to the pressure regulation command generation means 134 so as to release the release-side friction engagement device 122. If the release time cannot be recognized by the release time recognition means,
The minimum value of the hydraulic pressure command value is output to the pressure regulation command generation means 134 so that the clutch is forcibly released by the forced release means 204. When the minimum value of the hydraulic pressure command value is output, the pressure regulation command generating means 134 operates the linear solenoid 129 related to the release-side engagement device 122 to generate a hydraulic pressure for releasing the clutch.

With this configuration, it is possible to reliably release the disengagement-side friction engagement device even when the optimum release timing cannot be recognized due to, for example, running on a rough road, thereby preventing deterioration of the shift characteristics. Become.

FIG. 11 is a flowchart showing the processing of the release timing recognizing means 202, the release determining means 203, the forced release determining means 204, and the pressure regulation command generating means 134 in the control device of the automatic transmission 130 according to this embodiment. It is.

First, at step 101, it is determined whether or not a shift command signal has been generated. Step 1 if yes
02, and if it has not occurred, step 101 is executed again.
Execute Next, at step 102, it is determined whether or not it is the release time by using the time change rate of the transmission output shaft rotation speed. If the release time is recognized, the process proceeds to step 104. If the release time is not recognized, the process proceeds to step 103. In step 103, it is determined whether or not the TmSft is greater than the release time recognition end time tTmTq_e. If it is larger, the process proceeds to processing 104 to prevent tie-up. If smaller, the process returns to step 102. Finally, in step 104, the hydraulic pressure command value of the release side clutch is set to the minimum value, and the clutch is released. By adopting such a processing flow, it is possible to reliably prevent the release timing of the disengagement side frictional engagement device from being missed, and it is possible to avoid deterioration of the shift characteristics.

FIG. 12 is a flowchart showing the details of the process of recognizing the release time in step 102 shown in FIG. In step 201, a shift command signal is fetched, and in step 202, it is determined whether the fetched shift command signal has changed from the previous value. If it has changed, a shift control start flag is set in step 203, and the current value of the output shaft speed dNo of the transmission is substituted for the reference value dNo_s in step 204, and the routine proceeds to step 205.
If the shift command signal has not changed, step 2
The process proceeds to step 205 without executing steps 03 and 204.
In step 205, it is determined whether or not the shift control start flag is set. If the flag has been set, the process proceeds to step 206; otherwise, the process returns to step 201. In step 206, the current output shaft speed dNo of the automatic transmission is fetched. Next, in step 207, the dNo_s (dN_s (dN
The difference between o) and dNo is calculated, and it is determined whether or not this value is greater than the release time recognition level cTqLvl. If larger, proceed to step 208; if smaller, step 206
Return to Finally, in step 208, the release time recognition flag is set, and the process ends.

FIG. 13 is a time chart for explaining the operation of this embodiment. Time T after the shift command signal is generated
mSft starts counting up. On the other hand, the output shaft rotation speed dNo is the value at the time when the shift command is generated as dNo_s.
And stores the value in the memory. Where dNo_s
In the case where the detection accuracy of the noise or the rotational speed on a rough road is poor when the is stored, the average value within a fixed time from the generation of the shift command signal may be used as dNo_s. And the above d
The difference between No_s and dNo is the release time recognition level c.
When it becomes larger than TqLvl, a release time recognition flag is set. When the release timing recognition flag is set, the release side clutch oil pressure command value becomes the minimum value, and the release side clutch oil pressure decreases. When TmSft reaches the release time end time tTmTq_e, a forced release flag is set. At this time, even if the release time could not be recognized based on the output shaft rotation rate change rate, FIG.
When the forcible release flag is set as indicated by the dashed line, the release time recognition flag is also set at the same time, and the operation is performed such that the release side clutch oil pressure command value becomes the minimum value. By such an operation, it is possible to reliably prevent the torque phase start timing from being missed when traveling on a rough road.

FIG. 14 is an example of a map diagram of the forced release determining means 204 shown in FIG. The horizontal axis is the throttle opening, and the forced release time tTmTq_ is set for each throttle opening.
e is stored. Here, the optimal release timing (torque phase start timing) depends on the engagement side clutch hydraulic pressure. When the clutch is released after the release time has passed, a torque fluctuation (vehicle longitudinal acceleration) as shown by a dotted line in FIG. 5 occurs. This torque fluctuation increases as the excess time increases, giving the driver an uncomfortable feeling as a shift shock.
Therefore, a shift is performed for each throttle opening, and a limit time for which the torque fluctuation becomes 0.2 G or less is determined in advance by tuning and set as the map data.

FIGS. 15 to 17 show a third embodiment of the present invention. FIG. 15 is a conceptual diagram of the configuration of the automatic transmission, similarly to FIG. 1, but the engine 101 and the automatic transmission 1 in FIG.
The illustration of 30 is omitted. Controller 13
1B.

In FIG. 15, the controller 131
B is a control device of the automatic transmission according to the present embodiment, which includes a shift command generation unit 201, a release timing recognition unit 202, a release timing recognition prohibition unit 301, a release determination unit 203, a forced release determination unit 204, and a pressure regulation command generation unit. 134 processing functions.

The shift command generating means 201 generates a shift command signal from the throttle opening θ and the transmission output shaft rotation speed (vehicle speed) No. The release timing recognition means 202 recognizes the release timing of the release-side friction engagement device. When the release timing is recognized, the release determination unit 203 outputs the minimum value of the hydraulic pressure command value to the pressure regulation command generation unit 134 in order to release the release-side friction engagement device.

If the recognition is prohibited by the release time recognition prohibiting means 301, the release command signal of the release determining means 203 is ignored. If the release time cannot be recognized by the release time recognition means 202, the minimum value of the hydraulic pressure command value is sent to the pressure regulation command generation means 134 in order to forcibly execute the clutch release by the forced release determination means 204. Output.

With such a configuration, similarly to the second embodiment, even when the release time cannot be recognized due to, for example, running on a rough road, the friction engagement device can be reliably released, and deterioration of the shift characteristics can be prevented. For example, it is possible to solve the problem that the release time is erroneously recognized due to running on a rough road and the vehicle is released early.

FIG. 16 is a time chart showing the operation of the third embodiment. When a shift command signal is generated, time TmS
ft starts counting up, and the recognition inhibition flag is set. On the other hand, the output shaft speed dNo is stored in the memory as the value at the time when the shift command is issued as dNo_s. Then, when the difference between the dNo_s and the dNo becomes larger than the release time recognition level cTqLvl,
Set the release time recognition flag. Here, as shown in FIG. 16, even if the difference becomes larger than the level while the recognition prohibition flag is set, the release time recognition flag is not set as erroneous recognition of the release time.
Then, TmSft is the release time recognition inhibition time tTm.
When Tq_s is exceeded, the forcible flag is reset,
The release time recognition based on the dNo signal is effective. By such an operation, it is possible to reliably prevent the erroneous recognition of the torque phase start timing when traveling on a rough road, and to prevent the rotational speed from rising due to early release.

FIG. 17 is an example of a map of the release time recognition inhibiting means 301 shown in FIG. The horizontal axis indicates the throttle opening, and the release time recognition inhibition time tTmTq_s is stored for each throttle opening. Here, as described above, the optimal release time (torque phase start time) depends on the hydraulic pressure of the engagement clutch. If the clutch is released before this release time, the rotational speed will increase as indicated by the one-dot chain line in FIG. 5, giving the driver an uncomfortable feeling. Therefore,
A shift is executed for each throttle opening, and the time during which the rotation speed does not increase is determined in advance by tuning and set as the map data.

As described above, the combination of the method for recognizing the release time and the method for preventing erroneous recognition or omission of recognition of this method realizes highly reliable clutch changeover control, thereby deteriorating gear shifting characteristics and reducing shift characteristics. Clutch deterioration can be prevented.

FIG. 18 shows a fourth embodiment of the present invention. FIG. 18 is a conceptual diagram of the configuration of the automobile according to the present invention.
The controller 131 (or 131A, 131A) in FIG.
The contents of B) are the same as those shown in FIG. 1, FIG. 10, or FIG. 15, and are omitted. The automobile 401 of the present invention includes the engine 101 and the automatic transmission 1 described above.
30 and controller 131 (or 131A, 131A).
B) is mounted. In the vehicle 401, the controller 131 (or 131A, 131B) optimally controls the release timing of the friction engagement device, so that a comfortable shift feeling can always be obtained without deteriorating shift characteristics.

[0059]

According to the present invention, in an automatic transmission in which a shift is performed by engaging and disengaging a predetermined friction engagement device, erroneous recognition of the release timing of the release-side friction engagement device due to running on a rough road is achieved. The shift characteristic is prevented from deteriorating, and the clutch switching control is always realized at the optimal timing.

Further, according to the present invention, in an automatic transmission in which a shift is executed by engaging and disengaging a predetermined friction engagement device, tie-up due to missing recognition of the release timing of the release-side friction engagement device is ensured. And control for changing the clutch is always realized at the optimal timing.

Further, according to the present invention, in an automatic transmission in which a shift is executed by engaging and disengaging a predetermined friction engagement device, a blow-up due to erroneous recognition of the release timing of the release-side friction engagement device or Tie-up due to recognition failure is reliably prevented, and clutch switching control is always realized at the optimal timing.

[Brief description of the drawings]

FIG. 1 is a conceptual diagram showing a configuration of an automatic transmission including a control device according to a first embodiment of the present invention.

FIG. 2 is a shift diagram at the time of upshifting when the automatic transmission is a four-speed automatic transmission.

FIG. 3 is a diagram illustrating a relationship between engagement / disengagement of five friction engagement devices of a speed change mechanism and a shift speed.

FIG. 4 is a schematic diagram of shift characteristics at the time of upshifting according to a conventional general control method.

FIG. 5 is a schematic diagram showing the influence of a shift in clutch release timing in a shift characteristic at the time of upshifting according to a conventional general control method.

FIG. 6 is a processing function flowchart of the control device for the automatic transmission according to the first embodiment.

FIG. 7 is a map diagram of a pressure regulation command generating means provided in the control device of the first embodiment.

FIG. 8 is a processing function flowchart of the control device for the automatic transmission according to the first embodiment.

FIG. 9 is a map diagram of pressure regulation command generation means provided in the control device of the first embodiment.

FIG. 10 is a conceptual diagram illustrating a configuration of an automatic transmission including a control device according to a second embodiment of the present invention.

FIG. 11 is a flowchart showing processing functions of a control device for an automatic transmission according to a second embodiment.

FIG. 12 is a flowchart of a process for recognizing a release time.

FIG. 13 is a time chart showing the operation of the second embodiment.

FIG. 14 is a map diagram of forcible release setting means provided in the control device of the first embodiment.

FIG. 15 is a conceptual diagram illustrating a configuration of an automatic transmission including a control device according to a third embodiment of the present invention.

FIG. 16 is a time chart for explaining the operation of the third embodiment.

FIG. 17 is a map diagram of a release time recognition prohibition unit provided in the control device of the third embodiment.

FIG. 18 is a conceptual diagram showing a configuration of an automobile according to a fourth embodiment of the present invention.

[Explanation of symbols]

101: engine, 114: torque converter, 119
... stepped transmission mechanism, 122, 123 ... friction engagement device, 1
25: output shaft speed sensor, 126, 127: spool valve, 128, 129: linear solenoid, 130: automatic transmission, 131: controller, 132: bad road running determination means, 133: hydraulic control switching means, 134: adjustment Pressure command generation means, 201: shift command generation means, 202: release time recognition means, 203: release determination means, 204: forced release means,
301 ... release time recognition prohibition means, 401 ... car.

Claims (7)

[Claims] An automatic transmission connected to an engine performs a shift by engaging and disengaging a predetermined friction engagement device and adjusts a hydraulic pressure applied to the friction engagement device. A control device for an automatic transmission having command generation means, wherein the pressure regulation command generation means has at least two hydraulic pressure setting means, and determines whether or not the road surface condition on which the vehicle is running is a rough road. A control device for an automatic transmission, comprising: a determination unit; and a hydraulic control switching unit that switches a hydraulic pressure setting unit in the pressure regulation command generation unit based on a result determined by the rough road traveling determination unit. 2. An automatic transmission for performing a shift by engaging and releasing a predetermined friction engagement device in an automatic transmission connected to an engine and adjusting a hydraulic pressure acting on the friction engagement device. Determining whether the road surface condition on which the vehicle is traveling is a rough road, and switching a control method for adjusting a hydraulic pressure applied to the friction engagement device based on the determined result. Automatic transmission control method. 3. A pressure control that can perform a shift by engaging and disengaging a predetermined friction engagement device in an automatic transmission connected to an engine, and adjust a hydraulic pressure acting on the friction engagement device. A control device for an automatic transmission having a command generating means, comprising: a release time recognition means for recognizing a release time of a disengagement side friction engagement device at the time of shifting of the automatic transmission; and a recognition result of the release time recognition means. First release determination means for determining a release operation of the release-side friction engagement device; and forcibly releasing the release-side friction engagement device when the release time cannot be recognized by the release time recognition means. Second release determining means for determining an operation, wherein the pressure regulation command generating means operates to release the release side frictional engagement device based on the determination of the first and second release determining means. A control device for an automatic transmission, comprising: 4. A pressure control that can perform a shift by engaging and disengaging a predetermined friction engagement device in an automatic transmission connected to an engine, and adjust a hydraulic pressure acting on the friction engagement device. A control device for an automatic transmission having a command generating means, comprising: a release time recognition means for recognizing a release time of a disengagement side friction engagement device at the time of shifting of the automatic transmission; and a recognition result of the release time recognition means. First release determination means for determining a release operation of the release-side friction engagement device; and forcibly releasing the release-side friction engagement device when the release time cannot be recognized by the release time recognition means. Second release determining means for determining an operation, wherein the pressure regulation command generating means operates to release the release side frictional engagement device based on the determination of the first and second release determining means. And a release inhibiting means for inhibiting a release operation of the release-side friction engagement device for a predetermined period from the start of shifting of the automatic transmission. 5. An automatic transmission for performing a shift by engaging and releasing a predetermined friction engagement device in an automatic transmission connected to an engine and adjusting a hydraulic pressure acting on the friction engagement device. In the control method, the release timing of the release-side friction engagement device at the time of shifting of the automatic transmission is recognized, and the release operation of the release-side friction engagement device is determined based on the recognized result. When the timing cannot be recognized, the release operation of the release-side friction engagement device is forcibly determined, and the friction engagement device is actuated to release the release-side friction engagement device based on the determination. A method for controlling an automatic transmission, comprising adjusting a hydraulic pressure to be applied. 6. An automatic transmission for adjusting a hydraulic pressure acting on the friction engagement device while executing a shift by engaging and disengaging a predetermined friction engagement device in an automatic transmission connected to an engine. In the control method, the release timing of the release-side friction engagement device at the time of shifting of the automatic transmission is recognized, and the release operation of the release-side friction engagement device is determined based on the recognized result. When the timing cannot be recognized, the release operation of the release-side friction engagement device is forcibly determined, and the friction engagement device is actuated to release the release-side friction engagement device based on the determination. Controlling the hydraulic pressure of the automatic transmission, and prohibiting the release operation of the release-side friction engagement device for a predetermined period from the start of the shift of the automatic transmission. 7. A pressure control capable of executing a shift by engaging and disengaging a predetermined friction engagement device in an automatic transmission connected to an engine and adjusting a hydraulic pressure acting on the friction engagement device. A control device for an automatic transmission having command generation means, wherein the pressure regulation command generation means has at least two hydraulic pressure setting means, and determines whether or not the road surface condition on which the vehicle is running is a rough road. A control unit for an automatic transmission, comprising: a determination unit; and a hydraulic control switching unit that switches a hydraulic pressure setting unit in the pressure regulation command generation unit based on a result determined by the rough road traveling determination unit. Onboard car.