JP2001080389A - Transmission controller for automobile - Google Patents

Abstract

PROBLEM TO BE SOLVED: To sufficiently lower a gear shift shock so as to easily provide comfortableness by computing transmission torque inputted to an automatic transmission, controlling a clamping pressure for a frictional member on the basis of the transmission torque, and correcting engine torque on the basis of the inputted number of revolutions and the inputted torque. SOLUTION: An automatic transmission control unit 8 carries out various kinds of required computing according to the number of turbine revolutions, the number of output shaft revolutions, various kinds of signals from oil temperature sensors, 17, 18, 22, the number of engine revolutions, a throttle opening and the like so as to compute an optimum speed ratio. In compliance with the selected optimum speed ratio, a valve opening drive signal is fed to a solenoid valve 23a in an oil pressure circuit 6, while a control signal is fed to a control solenoid 23b, and the solenoid valve 23a switches an oil pressure route in the oil pressure circuit 6 for controlling an oil pressure. This oil pressure is a hydraulic pressure fed to a frictional clutch for switching a transmission ratio based on a gear train 16, and according to this hydraulic pressure, a clamping force for the frictional member in the frictional clutch mechanism is decided and engine torque is corrected.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a control device for an automatic transmission, and more particularly to an automatic transmission for a vehicle using an automatic transmission of a type in which the gear ratio of a multi-stage gear reduction mechanism is switched by a friction clutch mechanism. It relates to the target control device.

[0002]

2. Description of the Related Art In general, a transmission is required for a power transmission system of an automobile. Recently, as this transmission, a multi-stage gear mechanism is combined with a fluid torque converter, and the transmission ratio of the multi-stage gear reduction mechanism is determined by friction. Automatic transmissions of the type switched by a clutch mechanism have been frequently used, which greatly contributes to smooth operation of the automobile and improvement in drivability.

In controlling an automatic transmission,
It is necessary that the shift shock be small and the shift time be within a predetermined time. This is because if the shift shock is large, the riding comfort deteriorates, and if the time required for shifting is lengthened, the wear of the friction member increases, which affects the service life of the transmission. Here, the friction member is a member that does not transmit torque in an open state and that can transmit necessary torque by fastening, and is a member that constitutes a friction clutch mechanism.

[0004] Here, in order to reduce the shift shock, it is necessary to fasten the friction member slowly to make the rise of the transmission torque gentle, but on the other hand, the shift time becomes longer, so that the shift shock is reduced. It is necessary to achieve both reduction and reduction of shift time.

In the prior art, in order to achieve both the reduction of the shift shock and the reduction of the shift time, the ignition timing is retarded (retard), the fuel is temporarily reduced by a fuel cut, or the friction member during the shift is changed. The acting force is tabulated according to the operating state and controlled experimentally or empirically.

[0006]

In the above prior art, no consideration is given to the switching of the operation mode, and there is a problem that a large number of man-hours are required and operability is deteriorated. That is, in the prior art, when creating a table of the working pressure, it is necessary to determine the working pressure for each operation mode such as, for example, the economy mode or the power mode. In an automatic transmission in which the occupant can arbitrarily perform a shift as in the manual mode, the shift permission area must be limited in order to avoid an area where the shift shock is deteriorated and the shift time is not within a predetermined range. In other words, drivability deteriorates.

SUMMARY OF THE INVENTION An object of the present invention is to provide a control device for an automatic transmission in which a shift time can be kept constant in an arbitrary driving state and a shift shock is small.

[0008]

SUMMARY OF THE INVENTION An object of the present invention is to provide a control apparatus for a vehicle transmission using an automatic transmission of a type that changes the gear ratio by engaging and releasing a friction member, and calculates an input torque of the friction member. Input torque calculation means, transmission torque calculation means for calculating a transmission torque when the friction member is fastened based on the input torque, and engagement pressure control for controlling a fastening pressure of the friction member based on the transmission torque Means, input rotation taking-in means for taking an input rotation speed of the friction member, engine torque correction amount calculation means for calculating an engine torque correction amount based on the input rotation speed and the input torque, and the engine torque correction. Engine torque correcting means for correcting the engine torque based on the amount.

At this time, at least one of ignition timing correction means for correcting the ignition timing of the engine or fuel cut means for cutting off the fuel supply, and intake air amount correction means for correcting the amount of air supplied to the engine. The above object can be achieved even if the engine torque correcting means is configured.

Also, at this time, the ignition timing correction means and the fuel cut means are operated from the beginning when the shift is started, and then the operations are terminated before the operation of the intake air amount correction means is completed. Even so, the above object can be achieved.

At this time, the above object can be achieved even if the intake air amount correcting means is temporarily controlled to a correction amount larger than the engine torque correction amount at the start of a shift.

[0012] Similarly, at this time, even if the magnitude of the transmission torque is set to a value between the magnitude of the output shaft torque before the shift and the magnitude of the output shaft torque after the shift, the above object is achieved. Configuration can be achieved.

[0013] Similarly, at this time, when the correction by the intake air amount correction means cannot be obtained, the transmission torque is calculated from the input torque and the input rotation speed and supplied to the engagement pressure control means. In addition, the above object can be achieved.

[0014] At this time, the above object can be achieved even if the engine is constituted by an electric motor or an electric motor and an internal combustion engine, and the engine torque correction means is constituted by a motor drive current control means. can do.

[0015]

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a block diagram of a transmission control apparatus for a vehicle according to the present invention. FIG. 1 shows an embodiment in which the present invention is applied to a vehicle equipped with an electronically controlled throttle type engine. Reference numeral 1 denotes an engine, 2 denotes an automatic transmission (AT), 3 denotes a propeller shaft, and 4 denotes a differential. 5 is a drive wheel, 6 is a hydraulic circuit of an automatic transmission, 7 is a throttle valve controller, 8 is an automatic transmission control unit (ATCU), and 9 is an engine control unit (E
CU) and 10 are throttle valve control units (THCU),
An automatic transmission control unit 8 and an engine control unit 9,
In addition, the throttle valve control unit 10 is connected to a communication line such as CAN so that signals can be mutually transmitted and received.

Further, 11 is an air cleaner, 12 is an air flow sensor (intake air flow meter), 13 is an intake manifold, and 14 is an injector (fuel injection valve). In addition,
In this embodiment, a four-cylinder engine is used as an example, and therefore, there are four injectors 14.

The automatic transmission 2 is roughly composed of a torque converter 15 and a gear train 16, and further includes a rotation speed sensor 17 for detecting the rotation speed of a turbine on the torque output side of the torque converter 15, An output shaft speed sensor 18 for detecting the speed of the propeller shaft 3 connected to the output shaft of the automatic transmission 2 is provided.

The engine control unit 9 takes in signals from the crank angle sensor 19 and the air flow sensor 12 for measuring the number of revolutions of the engine 1, and outputs the number of engine revolutions N
e is measured, data necessary for controlling the engine such as the fuel injection amount is calculated, and a valve opening drive signal is output to the injector 14 to control the fuel injection amount TP. At this time, by providing the injector 14 and the drive circuit for each cylinder, fuel in any cylinder can be cut.

Although not shown, the engine control unit 9 outputs an ignition signal to the ignition plug based on the signal of the crank angle sensor 19 to control the ignition timing. Then, the engine control unit 9 sets the retard of the ignition timing.
(Delay) is configured to function as an ignition timing correction means to control the fuel cut control means to control the fuel cut (supply stop), thereby,
In response to a request from the automatic transmission control unit 8, when necessary, the ignition timing can be retarded (delayed), the fuel can be cut, and the torque of the engine 1 can be reduced.

The throttle valve control unit 10 includes a signal from an accelerator position sensor 20 (APS) for measuring the amount of depression of an accelerator pedal by an occupant, a signal from a throttle sensor 21 for measuring the opening of the throttle valve, and the engine control unit 9. And a throttle correction signal supplied from the automatic transmission control unit 8 to send a signal to the throttle valve controller 7 to control the throttle valve to obtain a predetermined throttle opening.

The automatic transmission control unit 8 determines the turbine speed Nt supplied from the turbine speed sensor 17 and
The output speed N supplied from the output shaft speed sensor 18
o, various signals such as the transmission oil temperature Taf supplied from the automatic transmission oil temperature sensor (ATF) 22, the engine speed Ne supplied from the engine control unit 8, and the throttle opening supplied from the throttle valve control unit 10. Degree TVO
Various necessary calculations are executed based on the vehicle state information such as the vehicle state information, and the optimum gear ratio is selected.

The solenoid valve 23a of the hydraulic circuit 6 is supplied with a valve opening drive signal and the control solenoid 23b is supplied with a control signal in accordance with the selected optimum gear ratio. Switch the hydraulic path of
The control solenoid 23b for controlling the hydraulic pressure P _L of the hydraulic circuit 6. Here, the hydraulic pressure P _L is the pressure of the oil supplied to the friction clutch mechanism for switching the gear ratio by the gear train 16, and determines the force for engaging the friction member of the friction clutch mechanism.

Next, the gear train 16 of the automatic transmission 2 will be described with reference to FIG. This embodiment uses, as the gear train 16, a multi-stage gear reduction mechanism having two sets of planetary gears and five friction clutch mechanisms, thereby providing four forward gear positions from first gear to fourth gear. The input shaft of the gear train 16, that is, the turbine shaft of the torque converter 15 is provided with one shaft of the high clutch 24 and the rear sun gear 2.
5, and one shaft of the reverse clutch 26 is connected thereto. The other shaft of the high clutch 24 is connected to the front pinion gear 27, one shaft of the low clutch 28, and the rotation side of the low & reverse brake 29.

Next, the other shaft of the reverse clutch 26 is connected to the rotating side of the "24" brake 30 and the front sun gear 31.
, The other shaft of the low clutch 28 is connected to the rear internal gear 32, and the fixed side of the low & reverse brake 29 and the fixed side of the “24” brake 30 are
Both are fixed to the main body of the automatic transmission 2. And
Front internal gear 33 and rear pinion gear 34
Are coupled to the output rotation shaft. Therefore, the relationship between each gear position by the gear train 16 and the release / engagement of each clutch is as shown in Table 1.

[0025]

[Table 1]

From Table 1, for example, from first gear to 2
When shifting up to a high speed, it is understood that the low & reverse brake 29 should be released and the "24" brake 30 should be engaged. Therefore, an arbitrary speed ratio can be obtained by controlling the release and engagement of each brake and clutch of the gear train 16, and the control for this is performed by controlling the electromagnetic valve 23a by the automatic transmission control unit 8. It can be obtained by switching the hydraulic circuit 6.

Next, with reference to the operation chart of FIG. 3, a description will be given of the transmission relationship of the torque accompanying the shift. This FIG.
This shows an operation chart when upshifting, that is, when the gear position is controlled in a direction in which the gear ratio becomes smaller. Here, when the shift is started, the previously connected clutch is released and the newly engaged clutch is shifted. At the point when the transmission of torque is switched, and is indicated by S in the figure.

In the upshift, the clutch on the disengagement side controls the transmission torque to be the same as the input torque until the shift is started, and the shift clutch starts shifting due to a change in gear ratio (gear position) or a drop in the output speed. If it is determined that the clutch hydraulic pressure is released at once, the control hydraulic pressure is released, and the gear is not involved in torque transmission during gear shifting. Therefore, basically, only the control of the clutch on the engagement side can be obtained. Description will be made with emphasis on control.

First, when the shift is started at the time point S, the output shaft torque is temporarily changed to the torque To after the shift as shown in FIG.
2 (called torque phase). And after this,
The gear ratio is changed from the gear ratio gr1 before shifting to the gear ratio gr after shifting.
2, the turbine speed, which is the input speed, also decreases from Nt1 to Nt2. As a result, inertia energy is consumed due to the decrease in the speed, and the resulting torque is represented by the equation (1). It is generated as an inertia torque Tj (referred to as an inertia phase).

Tj = J · dωt / dt (1) where J is the moment of inertia and ωt is the rotational angular velocity of the input rotary shaft. Since the moment of inertia of the engine 1 is usually the largest, there is no problem even if J = the moment of inertia of the engine 1.

The magnitude of the inertia torque Tj is
As shown in the drawing, the transmission torque is limited by the transmission torque Tc of the clutch engaged at this time, and when the working oil pressure supplied to the clutch at this time is Pc, the transmission torque Tc of the clutch is
Can be expressed by the following equation (2).

Tc = μ · RN · (A · Pc−F) (2) where μ is the friction coefficient of the clutch, R is the effective radius of the clutch, N is the number of clutches, and A is the clutch. The pressure receiving area of the operating piston, and F is the clutch reaction force.

Therefore, the inertia torque Tj has a magnitude represented by the following equation (3). Tj = Tc−To2 (3) Next, the time required to consume all the inertial energy at this time as the inertia torque Tj is the shift time Δt.
This shift time is usually about 0.5 s. During this time, assuming that the vehicle speed is constant, the turbine speed Nt2 after the shift is set.
Is expressed by the following equation (4). Nt2 = gr2 / gr1 · Nt1 (4) where Nt1 is the turbine speed after shifting.

Here, dωt / dt∝ (Nt1−Nt2) / Δt (5) Therefore, from these equations (4) and (5), dωt / dt = kw · Nt1 / Δt (6) Here, kw is a constant determined for each shift type.

Therefore, the following equation (7) is obtained by rearranging the equation (3) by the equations (1) and (6) and the turbine torque Tt and the pre-shift turbine speed Nt1. Tc = gr2 · Tt + J · kw · Nt1 / Δt (7) Accordingly, the clutch transmission torque Tc is obtained by equation (7), and from this, the working oil pressure Pc is determined by using equation (2). The gear can be shifted by a desired shift time Δt.

However, in actuality, in various operating states of the automobile, the turbine torque Tt and the pre-shift turbine speed Nt1 are arbitrary values. Therefore, since the transmission torque Tc of the clutch becomes an indefinite value, especially in a region where the pre-shift turbine speed Nt1 is high, the transmission torque Tc becomes higher than the output shaft torque To1 before the shift, and a shock such as thrust occurs. I will.

Therefore, in order to always keep such a shift shock in an optimum state, the transmission torque Tc is changed by the following (8).
What is necessary is just to determine a value that satisfies the expression. To1>Tc> To2 (8) FIG. 4 shows an example of a state where the expression (8) is satisfied.
In this embodiment, as shown in FIG. 4, the transmission torque Tc is controlled so as to be in the middle of the output shaft torque before and after the shift, and in this case, the transmission torque Tc is calculated as follows. (9) Set to the value represented by the equation. Tc = (To1 + To2) / 2 (9) Note that this transmission torque Tc is not necessarily
It does not mean that it has to be determined by equation (9).

When it is desired to shorten the shift time, for example, in a manual shift mode, the shift time may be determined by the following equation (10). Tc = To1 (10) In this case, the shift time Δt may be determined to be shorter than usual.

By the way, according to the equation (9), the transmission torque T
When c is determined, as described above, the shift time becomes indefinite as it is.

Therefore, in this embodiment, the following equation (1) is obtained by adding the term of the torque correction amount Tdw (torque down amount) to the equation (7).
The transmission torque Tc is derived from the equation (1). Tc = gr2 · (Tt−Tdw) + J · kw · Nt1 / Δt (11) Thus, when the torque correction amount Tdw is obtained by the equations (9) and (11), the following equation (12) is obtained. . Tdw = kα · Tt + kβ · Nt1 / Δt (12) Here, kα and kβ are constants determined for each shift type.

As described above, the input torque is converted to the torque correction amount T
If the correction is made by dw, the control can be performed under the desired shift time Δt by the transmission torque Tc with a small shift shock which is always determined by the equation (9).

Incidentally, the torque of the internal combustion engine can be controlled by the amount of intake air. Therefore, in this embodiment, the automatic transmission control unit 8 requests the throttle valve control unit 10 to correct the throttle opening TVO (correction amount TVOe) and control the amount of intake air, so that the internal combustion engine is controlled. Is controlled.

Further, the torque of the internal combustion engine can be controlled by the ignition timing and the fuel cut. These methods using ignition timing and fuel cut are inferior in terms of accurate control of torque, but are far superior in terms of responsiveness. Therefore,
In this embodiment, the automatic transmission control unit 8 transmits the ignition timing retard (control amount Agr) and the fuel cut (request command Fc) for an arbitrary cylinder to the engine control unit 9.
It is realized by requesting for

In an automobile using an electric motor or an electric motor and an internal combustion engine as the engine, the torque can be corrected by controlling the current of the electric motor (motor driving current control means).

Next, in this embodiment, a method of calculating a basic control amount used for control during shifting will be described with reference to FIG. First, the arithmetic processing 40 takes in the throttle opening TVO and the engine speed Ne, and calculates the engine torque Te from an engine torque map set in advance as table data. The throttle opening TVO at this time is supplied from the throttle valve control unit 10, and the engine speed Ne is supplied from the engine control unit 9.

The throttle opening TVO calculated here
Is an opening that does not include the throttle correction amount TVOe required from the automatic transmission control unit 8.

On the other hand, the speed ratio e is obtained by calculating the ratio between the turbine speed Nt and the engine speed Ne by an arithmetic process 41, and the torque ratio previously set as table data is calculated from the speed ratio e in the arithmetic process 42. The torque ratio t is calculated using the ratio table.

Here, the torque ratio t is a torque amplification rate by the torque converter 15.

Next, in an arithmetic processing step 43, this torque ratio t is multiplied by the engine torque Te obtained by the calculating means 40 to obtain a turbine torque Tt.
In the arithmetic processing 44, the transmission torque Tc of the clutch is calculated by multiplying by a constant kp determined for each shift type.

Here, in the case of equation (9), the constant kp is
The value is represented by the following equation (13). kp = (gr1 + gr2) / 2 (13) Next, in the arithmetic processing 45, a clutch operation pressure Pc is calculated from the transmission torque Tc using a table set as table data in advance.

Next, in an arithmetic processing 46, the turbine speed Nt1 before shifting is obtained by multiplying the gear ratio gr1 before shifting by the output shaft speed No. Here, the actual turbine speed Nt
The reason not to use is as follows. That is, as described above, the turbine rotation speed Nt decreases to the rotation speed after the shift due to the change in the gear ratio at the time of shifting, so that the rotation speed before the shift is determined by changing the timer or the gear ratio. You have to judge. On the other hand, if the output shaft rotational speed is multiplied by the gear ratio before the gear shift, the turbine rotational speed before the gear shift is obtained without any special processing even during the gear shift, whereby the processing can be simplified. Because.

In the arithmetic processing 47, the pre-shift turbine speed Nt1, the previously obtained turbine torque Tt, and the target shift time Δt are substituted into the equation (12) to obtain the torque correction amount Tdw.
And further divide the torque correction amount Tdw by the torque ratio t to obtain an engine torque correction amount T for the engine torque.
Find dw '.

In the arithmetic processing 48, the engine torque Te not including the torque correction is subtracted from the engine torque correction amount T
dw 'is subtracted to obtain a target engine torque Tes. Then, in a calculation process 49, a table preset as table data is used to obtain a target throttle opening TVOs from the engine speed Ne and the target engine torque Tes. In process 50, the current throttle opening T
The throttle correction amount TVOe is obtained by subtracting the target throttle opening TVOs from VO.

On the other hand, in the arithmetic processing 51, the ignition timing retard amount A of the engine is calculated based on the engine torque correction amount Tdw '.
gr and the fuel cut command Fc are calculated. This is because the response at the start of the correction is compensated by the ignition timing retard and the cylinder cut having a good response since there is a response delay only in the throttle correction as described above. Here, in the case of an electric motor, since the response delay of the torque with respect to the current change is small, the drive current correction amount of the motor may be obtained and controlled based on the engine torque correction amount Tdw '.

By the way, according to the contents calculated so far, the result is obtained based on the engine torque. Therefore, if the engine torque is shifted by the load of the air conditioner or the like, an error occurs in the control. Therefore, in this embodiment, in the non-shift state, the torque is obtained as shown in FIG. 6, and the turbine torque Tt is corrected by the engine torque error ΔT so that the torque can be calculated with high accuracy. This point will be described.

In FIG. 6, first, in a calculation process 90, the slip ratio e of the torque converter 15 is obtained by dividing the turbine speed Nt by the engine speed Ne. Then, in the calculation process 91, the torque ratio t is calculated from the slip ratio e using the torque ratio table, and in parallel with this, in the calculation process 92, the pump capacity coefficient τ is calculated using the pump capacity coefficient table. .

In the arithmetic operation 93, the engine speed Ne of 2
The engine power Ne is calculated in the arithmetic processing 94.
Is multiplied by the torque ratio t and the pump displacement coefficient τ to calculate the torque converter characteristic turbine torque Ttt.

In the arithmetic processing 95, an engine torque Te is calculated from the throttle opening TVO and the engine speed Ne using an engine torque map. In the arithmetic processing 96, the difference from the previous value of the engine speed Ne is calculated,
The engine speed change ΔNe is calculated, and then the engine speed change ΔNe is multiplied by an inertia moment Je in an arithmetic operation 97, and the value is added to the engine torque Te in an arithmetic operation 98 to obtain an inertia torque Te. 'Is calculated.

In the arithmetic processing 99, the inertia torque Te '
Then, the engine characteristic turbine torque Tte is calculated by multiplying the torque ratio t previously calculated in the arithmetic processing 92. In the arithmetic processing 101, the engine characteristic turbine torque Tte
Is subtracted from the auxiliary equipment correction torque ΔT given from the constant setting means 100 to obtain the correction engine-side turbine torque T
te 'is calculated.

In the arithmetic processing 102, it is determined whether or not the value of the slip ratio e is close to 1 and whether or not the transmission is shifting, and if both are true, the correction engine side is set as the turbine torque Tt. The turbine torque Tte 'is selected, and if either is not the case, the torque converter characteristic turbine torque Ttt is selected as the turbine torque Tt.

As shown in FIG. 10, the calculation process 102 shows that the characteristic of the pump displacement coefficient τ becomes 0 near the slip ratio e of 1, and at this time, the torque converter characteristic turbine torque Tt
Therefore, the responsiveness of the torque calculation during the shift is compensated for by using the corrected engine-side turbine torque Tte ′ calculated as the target torque. It makes sense.

Here, the auxiliary equipment correction torque ΔT by the constant setting means 100 is such that the slip ratio e is not close to 1 and
When the engine load is stable, it can be obtained by the following equation (14). ΔT = Tte−Ttt (14) In addition to the method of obtaining from the difference as described above, it may be estimated from supplementary operation states such as an air conditioner state and a steering state. However, according to the above method, since the turbine torque is always correctly corrected by the supplementary value, the calculation error in the calculation process 44 (FIG. 5) and the calculation process 47 is reduced, and the control can be performed with high accuracy.

Next, a method of using the basic control amount calculated as described above for shift control will be described with reference to a time chart of FIG. 7 and a flowchart of FIG. In addition,
Here, a description will be given of a case in which the control is performed during an upshift and the torque is reduced. FIG. 7 shows the gear ratio g before shifting.
A state in which the gear is shifted from r1 to the post-shift gear ratio gr2 is represented by a time axis, where grs is a gear ratio level for determining that the shift has started, and the pre-shift gear ratio gr1.
A slightly smaller value is set to a value larger than the variation due to the rotation measurement error.

Next, during the period td, the gear ratio is set at the level grs.
At a predetermined time after the following, this value is a response delay time of the torque with respect to the throttle change, and may be a constant, but may be a function of the current throttle opening TVO,
Alternatively, it may be obtained as a function of the engine operating state quantity.

During this period td, the calculated throttle correction amount TVOe is added to the overshoot amount aTVOe.
Is added, and the overshoot amount aTVOe is decreased with the lapse of time, and control is performed so as to finally approach the throttle correction amount TVOe. Further, this period td
The response delay is compensated by executing the ignition timing retard or the fuel cut during the period. Thereby, the response time can be shortened.

After the period td, a desired torque can be stably selected by the throttle correction.
The ignition timing retard and the fuel cut, for which it is difficult to accurately control the amount of torque correction, are stopped, but at this time, the torque is gradually returned so that no level difference occurs.

Next, gr is a gear ratio level for judging the end of the shift, and serves as a trigger (trigger) for ending the torque correction. The value is a value slightly larger than the gear ratio gr2 after the shift, and Considering the response delay time of the torque to the change, the setting is made to end earlier than the actual end.

Next, a description will be given with reference to FIG. 8. In this flowchart, a predetermined time (for example, 10
ms). First, in process 60,
It is determined whether or not the current gear ratio gr has become equal to or less than the shift start determination gear ratio level grs.
Then, the throttle opening overshoot timer Tme, the actual control amount rAgr of the ignition timing, and the actual throttle correction amount rTVOe are each set to 0, so that no correction is performed.

When the result is satisfied (Y) in step 60, first, in step 62, the throttle opening overshoot timer Tme is checked, and it is determined that the throttle response overshoot timer Tme is the torque response delay time td.
Is determined, and if not (N), processing 6 is performed.
3, the actual throttle correction amount rTVO is calculated from the TVOe, the overshoot amount aTVOe, and the elapsed time of the throttle opening degree overshoot timer Tme.
Calculate e.

Here, by using the calculation formula of the process 63,
The overshoot amount of the throttle correction amount is the maximum value aTV
The value decreases with time from Oe, and finally converges to the throttle correction amount TVOe. In the process 64, the actual ignition timing retard amount rAgr is calculated as the calculated value Ag.
r.

Here, instead of the ignition timing retard, for example, a fuel cut may be performed. In this case, the number of cylinders to be cut may be determined according to the engine torque correction amount Tdw '. Then, in step 65, the throttle opening overshoot timer Tme is incremented by one.

On the other hand, when the process 62 is established (Y), it is determined in a process 66 whether or not the current gear ratio gr has become equal to or less than the gear ratio gre for judging the end of the shift.
In step 7, the actual ignition timing retard amount rAgr is returned by a predetermined amount kAgr.
It is determined whether gr has returned to 0.

As described above, the ignition timing retard amount rAgr
, The torque step can be reduced. The same applies to the case where the fuel is cut instead of the ignition timing retard, and the torque step can be reduced by gradually returning the number of cylinders to be cut. In a process 70, the actual throttle correction amount rTVOe is replaced with the calculated throttle correction amount TV
Oe.

On the other hand, when the process 66 is established (Y), in a process 71, both the actual ignition timing retard amount rAgr and the actual throttle correction amount rTVOe are set to 0, and the correction is terminated. Then, in the process 72, the calculated hydraulic pressure Pc is put into the actual hydraulic pressure rPc used for control. At this time, in order to further reduce the shift shock, the hydraulic pressure Pc is set under the condition of the clutch friction coefficient μ shown in FIG. Pc may be calculated.

In this case, the inter-clutch speed ΔNc is calculated by, for example, equation (14), whereby the friction coefficient μ is obtained from the characteristics shown in FIG. 9, and the hydraulic pressure Pc is obtained by the above equation (2). I just need.

ΔNc = Nt−gr2 · No (15) In step 73, the actual pressure rPc and the actual ignition timing retard amount rAgr obtained in each flow, and the actual throttle correction amount r
The TVOe is output to the control solenoid 23b, the engine control unit 9, and the throttle valve control unit 10, respectively.

Here, when desired torque control cannot be performed due to a failure of the throttle valve control unit 10 or the like, the transmission torque Tc may be determined by equation (7). In this way, even when the torque control cannot be performed, the shift time does not become longer, and the possibility that the clutch is broken can be eliminated.

Therefore, according to this embodiment, the optimum clutch transmission torque is determined according to the output shaft torque.
Since the clutch oil pressure is controlled, the shift shock can be sufficiently reduced.

Further, according to this embodiment, the torque correction amount is obtained from the turbine torque Tt as the input torque and the turbine speeds Nt and Nt1 as the input rotation speeds. Since the correction and the throttle opening correction with high torque correction accuracy are used together, a desired shift time can be stably obtained.

Further, in this embodiment, in the case of an automobile having an electric motor as a power source, the torque can be controlled by the drive current of the electric motor, so that a desired shift time can be obtained stably. Further, in this embodiment, even when torque control cannot be performed due to a failure or the like, the transmission torque that makes the shift time desired is automatically selected, so that clutch wear due to extension of the shift time is reliably prevented. be able to.

[0081]

According to the present invention, the optimum clutch transmission torque can be determined according to the output shaft torque, so that the shift shock can be sufficiently reduced and a comfortable ride can be easily obtained. .

Further, according to the present invention, the torque correction amount is obtained from the turbine torque as the input torque and the turbine speed as the input rotation speed, and it is possible to easily achieve both the accuracy of the torque correction control and the responsiveness. Therefore, the shift time can be controlled stably, and the service life of the automatic transmission can be extended.

[Brief description of the drawings]

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

FIG. 2 is an explanatory diagram of an automatic transmission used in one embodiment of the present invention.

FIG. 3 is a timing chart for explaining the operation of the automatic transmission.

FIG. 4 is a timing chart showing an example of torque control in one embodiment of the present invention.

FIG. 5 is a block diagram for explaining a basic control amount calculation process according to one embodiment of the present invention.

FIG. 6 is a block diagram illustrating a steady state torque calculation process according to an embodiment of the present invention.

FIG. 7 is a timing chart for explaining a torque correction operation in one embodiment of the present invention.

FIG. 8 is a flowchart for explaining the operation of one embodiment of the present invention.

FIG. 9 is a characteristic diagram showing an example of a clutch friction coefficient characteristic in the automatic transmission.

FIG. 10 is a characteristic diagram showing an example of a torque ratio and a pump capacity characteristic of the torque converter.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 Engine 2 Automatic transmission (AT) 6 Hydraulic circuit 7 Throttle valve controller 8 Automatic transmission control unit (ATCU) 9 Engine control unit (ECU) 10 Throttle valve control unit (THCU) 15 Torque converter 16 Gear train 17 Turbine rotation Number sensor 18 Output shaft speed sensor 24 High clutch 25 Rear sun gear 26 Reverse clutch 27 Front pinion gear 28 Low clutch 29 Low & reverse brake 30 "24" brake 31 Front sun gear 32 Rear internal gear 33 Front internal gear 34 Rear pinion gear

 ────────────────────────────────────────────────── ─── Continuing on the front page (72) Hiroshi Kuroiwa 2520 Takaba, Hitachinaka-shi, Ibaraki F-term in the Automotive Equipment Group, Hitachi, Ltd. (Reference) 3D041 AA53 AB01 AC08 AC15 AC18 AD00 AD02 AD04 AD05 AD10 AD31 AE02 AE03 AE04 AE05 AE08 AE09 AE39 AF09 3J052 AA01 CA05 CA07 EA04 FB31 GC13 GC23 GC44 HA02 KA01 LA01

Claims (7)

[Claims] 1. A control device for an automotive transmission using an automatic transmission of a type that changes a gear ratio by engaging and releasing a friction member, comprising: an input torque calculation unit that calculates an input torque of the friction member; Transmission torque calculation means for calculating a transmission torque when the friction member is fastened based on torque; fastening pressure control means for controlling a fastening pressure of the friction member based on the transmission torque; input of the friction member Input rotation capturing means for capturing a rotation speed; engine torque correction amount calculation means for calculating an engine torque correction amount based on the input rotation speed and the input torque; and an engine torque based on the engine torque correction amount. A transmission control device for an automobile, comprising: an engine torque correction unit for correcting the torque. 2. The invention according to claim 1, wherein at least one of an ignition timing correction means for correcting the ignition timing of the engine and a fuel cut means for cutting off the fuel supply, and the amount of air supplied to the engine is corrected. A transmission control device for a vehicle, wherein the engine torque correction means is constituted by the intake air amount correction means. 3. The invention according to claim 2, wherein the ignition timing correction means and the fuel cut means are operated from the beginning when a shift is started, and before the operation of the intake air amount correction means ends. The transmission control device for an automobile, characterized in that the transmission is terminated. 4. The invention according to claim 2, wherein the intake air amount correction means is configured to be temporarily controlled to a correction amount larger than the engine torque correction amount at the start of a shift. A transmission control device for an automobile, characterized by the following. 5. The invention according to claim 2, wherein the magnitude of the transmission torque is set to a value between the magnitude of the output shaft torque before the shift and the magnitude of the output shaft torque after the shift. A transmission control device for an automobile, characterized by the following. 6. The engagement pressure control unit according to claim 2, wherein when the correction by the intake air amount correction unit cannot be obtained, the transmission torque is calculated from the input torque and the input rotation speed. A transmission control device for an automobile, characterized in that the transmission is supplied to a vehicle. 7. The invention according to claim 1, wherein the engine includes an electric motor or an electric motor and an internal combustion engine, and the engine torque correction unit includes a motor drive current control unit. Transmission control device for an automobile.