JP2002030951A - Control device for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To suppress worsening of change gear responsiveness and a change gear shock by performing proper control of torque variation of a power source even during multiple change gear and when flow resistance is shifted. SOLUTION: Even when a change gear command of 4→3 down shift during 5→3 down shift is outputted, a delay angle control (control of torque variation) based on preceding down shift (5→4) is executed and a delay angle amount of delay angle control is decreased in relation to the degree of an advance (a command interval time TimA) of preceding down shift, and the more the command interval time TimA is shorter, the flow-through a delay angle amount is decreased. Further, when flow-through resistance (orifice) of working oil of a friction engaging device released during change gear can be switched, a delay angle amount is set according to the flow resistance.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a control apparatus for a vehicle, and more particularly to an improvement in control for temporarily changing a torque of a power source during an automatic transmission to reduce a shift shock.

[0002]

2. Description of the Related Art At the time of gear shifting in which the gear position of an automatic transmission is switched, when the rotational speed of a power source changes, the driving torque of the vehicle changes due to the influence of the inertia of the power source and the like, causing a shift shock. It has been proposed that torque change control for temporarily changing the torque of a power source be performed to reduce a shift shock. JP-A-1-29093
The device described in Japanese Patent Application Publication No. 1-2005 is an example of such a device. In a multiplex shift in which the next shift command is output during a shift, the torque change control for the previous shift is stopped, and the torque change control is performed only for the subsequent shift. Is implemented. Further, Japanese Patent Application Laid-Open No. 2-106446 discloses a technique in which when a downshift is performed continuously after an upshift, a torque change control of the power source for the downshift is performed with priority.

On the other hand, in an automatic transmission in which a plurality of gears having different speed ratios are established by switching the engagement / release state of a hydraulic friction engagement device, the engagement / release of the friction engagement device is established. When shifting gears by switching the state,
Some include a flow resistance switching means for switching the flow resistance of the hydraulic oil in accordance with a predetermined switching condition.

[0004]

However, simply stopping the torque change control for the previous shift in the multiple shifts causes a shock at the subsequent shift and is not always satisfactory. If the normal torque change control is also performed for the gearshift first, the change in the input shaft rotation speed may be slowed, and the gearshift response may be deteriorated.

When the downshift is performed following the upshift, if the torque change control during the downshift is performed with a fixed torque change width, the amount of change in the input shaft rotation speed differs depending on the degree of progress of the upshift. The shift time may be longer than necessary. It is conceivable that the torque change control is stopped not only for the upshift but also for the downshift.However, if the degree of progress of the upshift is large, the one-way clutch may be synchronized when the synchronous rotation speed of the downshift is reached. Shift shock may occur.
Even when the flow resistance of the hydraulic oil is switched by the flow resistance switching means, ignoring the flow resistance change and performing the torque change control with a fixed torque change width, the shift response and the shift shock are caused by the difference in the flow resistance. May worsen.

SUMMARY OF THE INVENTION The present invention has been made in view of the above circumstances, and an object of the present invention is to make it possible to appropriately perform torque change control even during multiple shifts or when flow resistance is switched so that shift responsiveness is improved. And to suppress the deterioration of shift shock.

[0007]

According to a first aspect of the present invention, there is provided a shift shock reducing means for temporarily changing a torque of a power source during a shift operation of an automatic transmission to reduce a shift shock. In the vehicle control device, when a next shift command is output during the shift of the automatic transmission, the torque in the torque change control of the power source performed for the previous shift by the shift shock mitigation means. The present invention is characterized in that there is provided a change width reducing means for reducing the change width in relation to the progress of the subsequent shift.

According to a second aspect of the present invention, there is provided the vehicle control apparatus according to the first aspect of the invention, wherein (a) the degree of progress of the shift is a command interval time from when a previous shift command is output until a subsequent shift command is output. (B) The change width reducing means is characterized in that the shorter the command interval time, the smaller the torque change width.

According to a third aspect of the present invention, there is provided a vehicle control device having a shift shock reducing means for temporarily changing a torque of a power source at the time of shifting of an automatic transmission to reduce a shift shock. A torque change control suspending means for suspending the torque change control of the power source by the shift shock reducing means for the upshift when a downshift gearshift command is output during the upshift; (b)
When a downshift command is output during the upshift, the torque change width in the torque change control of the power source by the shift shock mitigation means for the downshift is related to the degree of progress of the upshift. And a change width reducing means for reducing the change width.

According to a fourth aspect of the present invention, there is provided the vehicle control device according to the third aspect of the present invention, wherein (a) the degree of progress of the upshift is outputted after the upshift command is output after the upshift command is output. (B) the change width reducing means reduces the torque change width as the command interval time is shorter.

A fifth aspect of the present invention provides (a) an automatic transmission in which a plurality of gears having different speed ratios are established by switching the engagement and disengagement states of a hydraulic friction engagement device, and (b)
(C) the friction engagement device, comprising: a shift shock mitigation unit that temporarily changes a torque of a power source during a shift in which a gear position of the automatic transmission is switched to reduce a shift shock. A flow resistance switching means for switching the flow resistance of the hydraulic oil according to a predetermined switching condition when shifting by shifting the engagement and disengagement states of
(d) a change width changing means for changing a torque change width in the torque change control of the power source by the shift shock reducing means in accordance with the flow resistance switched by the flow resistance switching means. .

According to a sixth aspect of the present invention, in the vehicle control device according to any one of the first to fifth aspects, the torque change control of the power source by the shift shock reducing means is a torque down control for reducing a torque. And

[0013]

According to the first aspect of the present invention, when the next shift command is output during the shift of the automatic transmission, the torque change control is performed for the previous shift by the shift shock mitigation means. Since the torque change width at that time is reduced in relation to the degree of progress of the previous shift, the shift shock during the previous shift is reduced without greatly impairing the shift response.

In the second invention, the degree of progress of the shift is determined based on the command interval time from the output of the previous shift command to the output of the subsequent shift command, so that the control is easy and the apparatus is simple and inexpensive. In addition, the shorter the command interval time is, the smaller the torque change width is, so that the influence of torque change control such as a sudden multiple shift torque decrease is reduced and excellent shift response is obtained. Become.

In the third invention, when a downshift command is output during an upshift of the automatic transmission, the torque change control for the upshift is stopped, and the torque change control for the downshift is performed. Since the range of change is reduced in relation to the degree of progress of the upshift, the shift shock at the time of the downshift is alleviated without significantly impairing the shift response.

In the fourth invention, the degree of progress of the shift is determined by the command interval time from when the upshift command is output until the downshift command is output, so that the control is easy and the device is simple. In addition to being configured inexpensively, the shorter the command interval time, in other words, the shorter the upshift time and the smaller the change in the rotation speed on the input side,
The smaller the synchronous shock at the time of the downshift, the smaller the torque change width at the time of the downshift. Therefore, the shift response is improved while preventing the shift shock at the time of the downshift.

According to the fifth aspect of the present invention, when the flow resistance of the hydraulic oil is switched according to a predetermined switching condition at the time of shifting of the automatic transmission, the torque change width in the torque change control of the power source is changed according to the flow resistance. Therefore, the deterioration of the shift response and the shift shock is suppressed regardless of the difference in the flow resistance.

[0018]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An automatic transmission according to the present invention is, for example, a hydraulic clutch or brake for interconnecting a plurality of planetary gear units and a plurality of rotating members of the planetary gear unit or fixing them to a housing. Etc., and a friction engagement device,
A plurality of gear stages having different gear ratios are established by a combination of engagement and disengagement of the friction engagement device, but the clutch hub sleeve is moved by the select cylinder and the shift cylinder to engage the meshing clutch. As a result, the present invention can be applied to a two-shaft meshing type automatic transmission that establishes a predetermined gear position, a continuously variable transmission, and the like.
The automatic transmission is configured such that a shift is automatically determined based on, for example, a vehicle speed or an accelerator operation amount and the like, and the automatic transmission is shifted. It can also be applied to

As the power source of the vehicle, various power sources such as an engine operating by burning fuel and an electric motor operating by electric energy can be used. The output of the power source may be electrically controlled according to, for example, the operation amount of the accelerator operation member (accelerator operation amount), or may be directly controlled by being mechanically connected to the accelerator operation member.
The accelerator operation member is operated by the driver according to the required output, and is an accelerator pedal or the like.

The torque change control for temporarily changing the torque of the power source includes, for example, control for retarding the ignition timing of the engine, control for opening and closing the throttle valve (control of the amount of intake air), and ISC.
(Idle rotation speed control) The opening / closing control of the valve, the control of accessories driven by the output of the power source, the motor torque control, and the like are appropriately determined according to the type of the power source.

Whether the torque of the power source is reduced or increased in the torque change control is appropriately determined depending on whether or not a power-on shift is performed or whether an upshift or a downshift is performed. It is suitably applied to a case where the torque is temporarily reduced at the end of the gear shift. The power-on shift means a shift in a state where an accelerator operation member such as an accelerator pedal is operated and a driving force is transmitted from a power source such as an engine to the wheel side.

The change width reducing means (first invention and third invention) for reducing the torque change width may be a means for correcting the torque change width at the time of a single shift as a reference. It may be set according to the degree of progress of the shift. The correction amount and the torque change width are obtained from a map or an arithmetic expression using the degree of progress such as the command interval time as a parameter. The smaller the degree of progress, the smaller the torque change width. Although the change width changing means of the fifth invention is configured to change the torque change width according to the flow resistance, the first invention to the fourth invention can be further applied to the fifth invention.

In the second invention and the fourth invention, the progress of the shift is determined based on the command interval time. However, the speed difference between the input shaft rotation speed and the synchronous rotation speed before or after the shift, and the shift speed are determined. It can be determined from various physical quantities that change in relation to the progress of the shift, such as the hydraulic value of the hydraulic friction engagement device and the piston stroke of the hydraulic cylinder, which are involved in the shift. For example, the progress degree of the previous shift at the time when the subsequent shift command is output is appropriate as in the case of the command interval time, but may be the progress degree after a predetermined time from the subsequent shift command.

The first invention is suitably applied to a shift command in the same direction, that is, a down-> down or up-> up multiple shift. Particularly, in a down-> down multiple shift, when torque down control is performed as torque change control. It is preferably applied. Further, the present invention is applied to a case where at least two shift commands are continuously output, and can be applied to three or more multiple shifts.

The flow resistance switching means of the fifth invention is configured, for example, to switch the drain flow rate of the friction engagement device released at the time of gear shifting by an orifice or the like. The present invention can also be applied to a case where the flow rate of the hydraulic oil applied to the combined device is switched by an orifice or the like. The flow resistance may be switched in at least two stages, and may be switched in three or more stages. Further, the flow resistance is determined such that a predetermined flow resistance is determined, for example, at the start of a gear shift, and is maintained at a constant flow resistance during a gear shift. It may be.

Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. FIG. 1 is a skeleton diagram illustrating the configuration of a power transmission device for a vehicle to which the present invention is applied. In the figure, an output of an engine 10 which is a prime mover such as a fuel injection type internal combustion engine for an automobile is input to an automatic transmission 14 via a torque converter 12 and driven right and left via a differential gear device and an axle (not shown). It is transmitted to the wheel. The engine 10 corresponds to a power source.

The above-mentioned torque converter 12 is used for the engine 1
Pump wheel 18 connected to the crankshaft 16 and the turbine wheel 2 connected to the input shaft 20 of the automatic transmission 14.
2, a lock-up clutch 24 directly connecting the pump impeller 18 and the turbine impeller 22, and a stator 28 which is prevented from rotating in one direction by a one-way clutch 26.

The automatic transmission 14 includes a first transmission 30 that switches between high (HI) and low (LO).
And a second gear capable of switching between a reverse gear and four forward gears
A transmission 32 is provided. The first transmission 30 is rotatably supported by the sun gear S0, the ring gear R0, and the carrier K0, and is rotatably supported by the sun gear S0 and the ring gear R0.
An HL planetary gear train 34 comprising a planetary gear P0 meshed with the clutch C0 and a one-way clutch F0 provided between the sun gear S0 and the carrier K0, and a brake B0 provided between the sun gear S0 and the housing 41. And The carrier K0 is connected to the input shaft 20, and the ring gear R0 is connected to the second transmission 32 via the intermediate shaft 44.

The second transmission 32 has a first planetary gear unit 36 comprising a sun gear S1, a ring gear R1, and a planetary gear P1 rotatably supported by the carrier K1 and meshed with the sun gear S1 and the ring gear R1.
, A sun gear S2, a ring gear R2, and a carrier K
2 and a second planetary gear set 38 comprising a planet gear P2 rotatably supported by the sun gear S2 and the ring gear R2, and rotatably supported by the sun gear S3, the ring gear R3 and the carrier K3. And S3 and a third planetary gear set 40 including a planetary gear P3 meshed with the ring gear R3.

The sun gear S1 and the sun gear S2 are integrally connected to each other, the ring gear R1, the carrier K2 and the carrier K3 are integrally connected, and the carrier K3 is connected to the output shaft 42. Further, a ring gear R2 is integrally connected to the sun gear S3. A clutch C1 is provided between the ring gear R2 and the sun gear S3 and the intermediate shaft 44, and the sun gear S1 and the sun gear S3 are provided.
A clutch C2 is provided between the clutch shaft 2 and the intermediate shaft 44. A band-type brake B1 for stopping rotation of the sun gear S1 and the sun gear S2 is provided on the housing 41.
It is provided in. A one-way clutch F1 is provided between the housing 41 and the sun gear S1 and the sun gear S2.
And a brake B2 are provided in series. The one-way clutch F1 is configured to be engaged when the sun gear S1 and the sun gear S2 try to reversely rotate in the direction opposite to the input shaft 20.

A brake B3 is provided between the carrier K1 and the housing 41, and a brake B4 and a one-way clutch F2 are provided between the ring gear R3 and the housing 41 in parallel. This one-way clutch F
2 is configured to be engaged when the ring gear R3 attempts to rotate in the reverse direction.

The clutches C0 to C2 and the brakes B0 to B0
B4 is a multi-plate type, single-plate type, band type, etc. friction engagement device in which a friction material is frictionally engaged based on the hydraulic pressure when hydraulic oil is supplied to the hydraulic cylinder, respectively. For example, by switching between the engaged and released states according to the operation table shown in FIG. 2 according to FIG. 3), the reverse two-stage “Rev (LO)”, “Rev (H)”
I) ", and five forward speeds" 1st "having sequentially different speed ratios
ギ ヤ 5th ’, P (parking), and N (neutral: power transmission cutoff state) are established. FIG.
In the column of shift solenoids SL1 to SL4, "「 "indicates excitation, and" x "indicates non-excitation, and the hydraulic circuit is switched by the excitation and non-excitation of those shift solenoids SL1 to SL4 and a manual shift valve (not shown). As a result, the gears and P and N are established. Also, clutches C0 to C2, brakes B0 to B0
In the column of B4, one-way clutches F0 to F2, "○" indicates an engaged state, and "x" indicates a released state. The manual shift valve is mechanically switched according to the operation position (shift position) of the shift lever 172 (see FIG. 3).
The shift positions “P”, “R”, “N”, “D”, “4”, “3”,
"2" and "L" are operated.

In FIG. 2, at the first gear stage "1st", the engine brake, which is a power source brake, operates by engaging the brake B4.
In the third speed "3rd", the engine brake is activated by engaging the brake B1. At the second gear stage “2nd”, the presence or absence of the engine brake is controlled by controlling the engagement hydraulic pressure of the brake B3 by the linear solenoid SLU. Further, when the shift lever 172 is operated to the “D” position, the shift control is performed at the fifth speed from 1st to 5th (1st to 3rd has no engine brake), and at the “4” position, the shift control is performed at 1st to 4th (1st to 3rd). The shift control is performed at the 4th speed (with no engine brake), the shift control is performed at the 3rd position with the 3rd speed of 1st to 3rd (only 3rd has engine brake), and the 1st shift at the “2” position.
The shift control is performed at the 2nd speed of 2nd and 2nd (with engine brake), and is fixed to 1st (with engine brake) at the “L” position. In the “R” position, the reverse gear “Rev (HI)” is established, and “Rev (LO)” having a large speed ratio under certain conditions is established.

The hydraulic control circuit 184 has the circuits shown in FIGS. FIG. 4 shows a portion for switching the engagement and release states of the clutch C0 and the brake B0, in which the shift lever 172 is operated to the “D” position, and includes a 4-5 shift valve 50 and a C0 exhaust valve 52. ing. The 4-5 shift valve 50 is a third solenoid valve 5 that is opened and closed by a shift solenoid SL3.
When the shift solenoid SL3 is excited (ON), the output of the signal oil pressure is stopped and the 4-5 shift valve 50 is in the state shown on the right side of the figure. On the other hand, when the shift solenoid SL3 is de-energized (OFF), the signal hydraulic pressure is supplied, and the state becomes the left side in the figure. From the third solenoid valve 54, via the 3-4 shift valve 56, 4th, 5th,
The supply of the signal hydraulic pressure is allowed only in the cases of N and R.
Further, the C0 exhaust valve 52 is switched by supplying a signal oil pressure from a fourth solenoid valve 58 which is opened and closed by the shift solenoid SL4. When the shift solenoid SL4 is excited (ON), the signal is switched. Hydraulic pressure is supplied to the C0 exhaust valve 52
Represents the state on the left side of the figure, while the shift solenoid SL4
Is turned off (OFF), the supply of the signal hydraulic pressure is stopped, and the state shown in the right side of the figure is reached. Note that “PL” in the drawing is a line oil pressure adjusted according to the throttle valve opening θ _TH of the engine 10 and the like, and “EX” means drain.

In the fourth gear "4th" or the fifth gear "5th" in the "D" position, the clutch C0 and the brake B0 are turned on and off by the combination of ON and OFF of the shift solenoids SL3 and SL4. When the shift solenoid SL4 is OFF and the shift solenoid SL3 is ON, the hydraulic oil is applied (supplied) to the clutch C0, and the hydraulic oil is drained (discharged) from the brake B0, so that the fourth gear is established. “4th” is established. When the shift solenoid SL4 is ON and the shift solenoid SL3 is OFF, the hydraulic oil is drained from the clutch C0 and the hydraulic oil is applied to the brake B0, thereby establishing the fifth speed gear "5th". Also, at the time of 5 → 4 shift, the shift solenoid SL3
Is turned on, the hydraulic oil is drained from the brake B0 through the 4-5 shift valve 50. At that time, when the shift solenoid SL4 is excited (ON), a small drain state in which the oil is drained only from the oil passage 60 is established, and the shift is performed. When the solenoid SL4 is de-energized (OFF), the brake B0
Hydraulic oil is also supplied from the oil passage 62 to the C0 exhaust valve 52.
And a large drain state drained via the 4-5 shift valve 50.

FIG. 6 shows a part for controlling the hydraulic pressure of the brake B3, switching the drain state of the operating oil of the clutch C2 and the brake B2, and switching the engaged and released state of the brake B1. 70
And a B2 release control valve 72. The B3 control valve 70 is supplied with a signal oil pressure P _SLU from a linear solenoid valve 74 whose output oil pressure is continuously controlled by a linear solenoid _{SLU. The} brake B is controlled in accordance with the signal oil pressure P _SLU.
The third engagement hydraulic pressure P _B3 is continuously controlled. The B3 control valve 70 controls the signal pressure P
_{The SLU} is controlled by increasing the engagement oil pressure P _B3 of the brake B3 with a predetermined gain with respect to the _SLU . The signal oil pressure P _B3 from the B2 release control valve 72 through the oil passage 76 is controlled.
_{When the SLU} is supplied, the hydraulic pressure acts in the opposite direction to reduce the gain, and the engagement hydraulic pressure P _B3 of the brake B3 decreases.

The B2 release control valve 72 is
The switching is performed by supplying the signal hydraulic pressure from the third solenoid valve 54. When the shift solenoid SL3 is excited (ON), the output of the signal hydraulic pressure is stopped and the B2 release control valve 72 is turned off. On the other hand, when the shift solenoid SL3 is de-energized (OFF) while the shift solenoid SL3 is de-energized (OFF), the signal hydraulic pressure is supplied and the state becomes the right-hand side in the figure. The supply of signal hydraulic pressure from the third solenoid valve 54 is permitted only at the first, second, and third times via the 3-4 shift valve 56. And the shift solenoid S
By turning ON and OFF of L3, as shown in FIG.
The gain of the hydraulic control of the brake B3 by the control valve 70 is switched, and the drain state of the hydraulic oil of the clutch C2 and the brake B2 and the brake B
1 is switched between the application and the drain state of the hydraulic oil with respect to 1.

That is, the shift solenoid SL3 is
F, the signal hydraulic pressure P of the linear solenoid valve 74
_SLU from B2 release control valve 72 to oil line 7
6, the brake B is supplied to the B3 control valve 70, and the brake B
The gain of the third hydraulic control is reduced. On the other hand, when the shift solenoid SL3 is turned on, a large drain in which the hydraulic oil of the clutch C2 and the brake B2 is drained from the oil passages 78 and 80 via the B2 release control valve 72, respectively, is enabled, and the line hydraulic pressure PL is reduced. B2
The brake is applied to the brake B1 via the release control valve 72. The line oil pressure PL passes through a not-shown 2-3 shift valve and reaches the third gear “3rd”.
As described above, the power is supplied to the B2 release control valve 72, and the supply to the brake B1 is permitted through the 3-4 shift valve 56 at the third speed "3rd" or lower. Applying hydraulic oil to the brake B1 is permitted only at the gear stage "3rd". When the shift solenoid SL3 is turned off and the B2 release control valve 72 is switched to the right position in FIG. 6, the hydraulic oil for the brake B1 is drained through the B2 release control valve 72. When the shift solenoid SL3 is turned off, the oil passages 78 and 80 are also shut off, and only a small drain from the oil passages 82 and 84 is allowed for the clutch C2 and the brake B2, respectively. In addition,
Applying and draining of hydraulic oil to the clutch C2 and the brake B2 are switched by another switching valve.

FIG. 3 is a diagram showing a control system.
Of operation 150_CCBecomes the accelerator operation amount sensor 151
More likely to be detected. Accelerator pedal 15
0 is a large depressing operation according to the driver's output demand
And is equivalent to an accelerator operation member. Vehicle
A throttle actuator is installed in the intake pipe of the engine 10.
154, the operation amount A of the accelerator pedal 150_CCIn response
Open angle (opening) θ _THThe throttle valve 156
Is provided. Also, the above for idle rotation control
Bypass passage 15 for bypassing throttle valve 156
2 to control the idle rotation of the engine 10
ISC valve that controls the amount of intake air when the throttle valve 156 is fully closed
153 are provided. In addition, the rotation of the engine 10
Speed N_EEngine speed sensor 15 for detecting
8. Intake for detecting the intake air amount Q of the engine 10
Air amount sensor 160, intake air temperature T_ATo detect
Intake air temperature sensor 162, the throttle valve 15
6 (idle state) and its opening degree θ_THDetect
Throttle sensor 16 with idle switch to output
4. The rotation speed N of the output shaft 42_OUTThat is, the vehicle speed V is detected.
Speed sensor 166 for detecting the temperature of the cooling water of the engine 10
Degree T_WCoolant temperature sensor 168 for detecting
Brake switch 170 for detecting the operation of the
Shift position (operating position) P of the shift lever 172_SH
Shift position sensor 174 for detecting
Bin rotation speed N_T(= Rotation speed N of input shaft 20)_IN)age
The rotational speed N of the clutch C0_C0Turbine detecting etc.
Hydraulic oil temperature of rotation speed sensor 173 and hydraulic control circuit 184
Degree T_OILOil temperature sensor 175 for detecting
From these sensors, the engine speed N
_E, Intake air amount Q, intake air temperature T_A, Throttle valve open
Degree θ_TH, Vehicle speed V, engine coolant temperature T_W, Brake work
Moving state BK, shift position P of shift lever 172
_SH, Turbine rotation speed N_T, Hydraulic oil temperature T_OILTable
The signal from the electronic control unit 176 for the engine or
The electronic control device 178 is supplied.

The electronic control unit 176 for the engine shown in FIG.
The system includes a so-called microcomputer having a CPU, a RAM, a ROM, and an input / output interface.
Performs signal processing according to the program stored in the OM,
Perform various engine controls. For example, the fuel injection valve 179 is controlled for controlling the fuel injection amount, the igniter 180 is controlled for controlling the ignition timing, the ISC valve 153 is controlled for controlling the idling rotational speed, and the throttle actuator is controlled for controlling the traction. 154 controls the throttle valve 156. Engine electronic control unit 17
6 shows the control of the throttle valve 156, for example, as shown in FIG.
The throttle actuator 154 is driven on the basis of the actual accelerator pedal operation amount A _CC from the relationship shown in (1), and the throttle valve opening θ increases as the accelerator pedal operation amount A _CC increases.
Increase _TH . The engine electronic control unit 176
Are mutually communicably connected to the electronic control unit for shifting 178 so that signals necessary for one of them are appropriately transmitted from the other.

The electronic control unit for shifting 178 also includes a microcomputer in the same manner as described above.
U performs signal processing according to a program stored in the ROM in advance while utilizing the temporary storage function of the RAM, and shift solenoids SL1, SL2, and SL of the hydraulic control circuit 184.
3. Switch ON (excitation) and OFF (non-excitation) of SL4, and continuously change the excitation state of the linear solenoids SLU, SLT, SLN by duty control or the like. Specifically, for example, the actual throttle valve opening degree θ _{TH is obtained} from a shift map (shift condition) stored in advance shown in FIG.
The gear position of the automatic transmission 14 is determined based on the vehicle speed V and the vehicle speed V. FIG.
, The shift solenoids SL1, SL2, SL3, S
Switches ON / OFF of L4. The solid line in FIG. 10 is an upshift line, and the dashed line is a downshift line. As the vehicle speed V increases or the throttle valve opening θ _TH decreases, the gear ratio can be switched to a higher gear position with a smaller gear ratio. ing. This shift map is stored in, for example, the storage device 188 (see FIG. 3), but may be stored in the RAM or the like of the shift electronic control device 178.
Note that 1 to 5 in the figure are the first gear steps “1st” to the fifth gear step.
It means the fifth gear speed.

The engine electronic control unit 176 also performs signal processing according to the flowchart of FIG. 11 to temporarily reduce the torque of the engine 10 by retarding the ignition timing when the automatic transmission 14 is downshifted. To reduce shift shock. In this embodiment, the ignition timing retard control, that is, the torque down control, corresponds to the torque change control. Each of the steps S1 to S in FIG.
The part executing step 10 functions as a shift shock mitigation means, and the part executing step S7 functions as the change width reducing means of the first invention and the second invention.

In step S1 of FIG. 11, the automatic transmission 1
The shift electronic control unit 17 determines whether a shift command for downshifting the gearshift 4 has been output, that is, whether a signal for switching the shift solenoids SL1 to SL4 ON and OFF has been output.
Judge according to the information from 8. Then, if a downshift gearshift command is output, it is determined in step S2 whether or not a single gearshift is performed.
Steps S5 to S5 are repeated, but if a shift command for the next downshift is output before the shift is completed, the determination in step S2 becomes NO, and the steps from step S6 are performed. FIG. 12 is an example of a time chart for explaining the change of each part in the multiplex downshift of 5 → 4 → 3. Time t ₁ is the time when the 5 → 4 downshift command is output, that is, the determination in step S1 is YES. Time
Time t ₄ is the time when the 4 → 3 downshift command is output,
That is, it is the time when the determination in step S2 is NO.

In the first cycle after the determination in step S1 becomes YES, the determination in step S2 is YES, and in step S3, the elapsed time of the single shift is measured by the timer TimA. The timer TimA measures time with a clock signal from a clock signal source such as a crystal oscillator, for example. In step S4, the retard control at the time of the single shift is performed at a predetermined start timing with a predetermined predetermined retard amount. This retard control is the same as that generally performed to reduce the shift shock, the retard amount corresponds to the torque change width of the engine 10, and a predetermined operating state is defined as a parameter. , The storage device 18
8 and the like. Further, the start timing of the retarded angle control, for example, the elapsed time TimA and turbine rotational speed N _T of the shift output, has been determined based on the degree of progress of the downshift, step S2~S5 repeatedly at a predetermined cycle time As a result of the execution, the downshift is performed when a predetermined progress degree is reached.

In the next step S5, it is determined whether or not the shift has been completed. This can be basically determined by whether or not the turbine rotational speed _NT has reached the synchronous rotational speed after the shift. However, regarding the shift shock caused by the multiple shift, the turbine rotational speed _NT is not synchronized with the synchronous rotational speed after the shift. Even if the rotation speed has been reached, the piston of the hydraulic cylinder of the friction engagement device, which is engaged or disengaged with the shift, may not reach the stroke end. The hydraulic pressure or flow rate of the oil changes, and the engagement and disengagement timings are shifted, which may cause a shift shock. For this reason, in this embodiment, after the turbine rotation speed _NT reaches the synchronous rotation speed after the shift, a predetermined time until the piston of the hydraulic cylinder reaches the stroke end has also been determined. , The end of the shift is determined. That is, the determination in step S5 is Y
If the determination in step S2 is NO before the ES is established, it is determined that the shift is a multiple shift, and the steps from step S6 are executed. In the column of the turbine rotational speed _{NT in} FIG. 12, _NT5 is the synchronous rotational speed of the fifth gear stage "5th", _NT4 is the synchronous rotational speed of the fourth gear stage "4th", and N _T3 is the synchronous rotation speed of the third gear "3rd".

If a downshift command is newly output before the determination in step S5 becomes YES and the determination in step S2 becomes NO, step S6 is executed and the first shift, that is, the previous shift is completed. It is determined whether or not it has been done. This shift end determination is also made, for example, in the same manner as in step S5. Steps S7 and S8 are executed until the first shift is completed.
9 is executed. In step S10, it is determined in step S5 whether all the shifts for which the shift instruction has been output have been completed.
The determination is made in the same manner as above.

Steps S7 and S8 are for executing the retard control with respect to the previous shift (first shift) even when the next shift command is output, but the shift responsiveness deteriorates. In order to prevent this, at step S7, the time measured by the timer TimA, that is, the command interval time from when the previous shift command is output until the subsequent shift command is output,
Correction amount α from a map determined using
Calculate ₁ . The correction amount alpha ₁ is intended to be corrected (reduced) the retard amount of the retardation control for a single transmission, the timer Ti
as mA measurement time is short correction alpha ₁ is large, the retard amount of the retard control is reduced. In step S8, to implement the retarded angle control at a predetermined timing in accordance with the retard amount is decreased by the correction amount alpha _1. The command interval time, which is the time measured by the timer TimA, corresponds to the advance degree of the previous shift, and in the present embodiment, the retard amount (time t ₄ ) is based on the advance degree at the time when the subsequent shift instruction is output (time t ₄ ). The torque change width of the engine 10 is corrected. The time t _{5 in} FIG. 12 is the time when the retard control for the previous shift (5 → 4) is started in steps S7 and S8, and the dotted line in the column of the retard amount is the retard amount in the case of the single shift. is there.

FIG. 12 shows a case where after the shift command of the 4 → 3 downshift is output at time t ₄ , the retard control for the previous shift is started in steps S 7 and S 8. After the retard control for the single shift is started, the next shift command may be output before the end of the shift. In this embodiment, even in such a case, by executing steps S7 and S8, the retard amount is corrected (decreased) halfway and the retard control is continued.
When the next shift command (4 → 3) is output, the previous shift (5 →
If the retard control for 4) has been started, the retard control may be continued with the retard amount in the case of the single shift as it is even if the next shift command (4 → 3) is output. And
When the next shift command (4 → 3) is output, the retard control for the previous shift (5 → 4) may be completely stopped. That is, when the next shift command is output, only when the retard control for the preceding shift has not yet been started, the retard amount may be corrected and the retard control for the subsequent shift may be performed.

When the previous shift (5 → 4) is completed and the determination in step S6 is YES, step S9 is executed, and the retard control for the second shift, which is the subsequent shift (4 → 3), is performed. carry out. At time t _{6 in} FIG. 12, the previous shift (5 →
This is the time when 4) is completed and the determination in step S6 is YES. Even after the previous shift is completed, the process of ending the retard control for the previous shift is continued as necessary. Done. The retard control in step S9 is for a single shift, and is performed in the same manner as in step S4.

As described above, in this embodiment, the automatic transmission 1
Even if a shift command for the next downshift is output during the downshift of No. 4, the retard control for the previous downshift is performed in steps S7 and S8, and the retard amount of the retard control is set to Is reduced in relation to the degree of progress of the downshift, so that the shift shock during the previous downshift is alleviated without greatly impairing the shift response.

In this embodiment, a command interval time (TIMA) from the output of the previous downshift command to the output of the subsequent downshift command is used as the degree of progress of the previous downshift. Therefore, the control is easy, and the apparatus is simple and inexpensive. In particular, in this embodiment,
Correction amount α using command interval time (TimA) as a parameter
_{Since 1} is calculated, and the retard control is performed by subtracting the correction amount α ₁ from the retard amount during the single shift, the control is further facilitated.

Further, the shorter the command interval time (TimA) is, the smaller the retardation amount (torque down amount) is, so that the shift delay due to the torque down is shortened during a sudden multiple shift.
Excellent shift response can be obtained.

On the other hand, the shift electronic control unit 178
By performing the signal processing according to the flowchart of FIG. 13, the output timing of the shift command at the time of the multiplex shift is delayed to reduce the shift shock. That is, the clutches C0 to C during shifting of the automatic transmission 14
2. The engagement and disengagement control of the brakes B0 to B4 is performed by hydraulic control or shift solenoids SL1 to SL on the basis of a single shift.
Since the switching timing, flow rate (orifice, etc.), accumulator characteristics, and the like of 4 are determined, when a plurality of shift determinations are continuously performed according to the shift map of FIG. 10 or the like, a shift command (shift solenoids SL1 to SL1) is immediately performed. S
When L4 is turned ON or OFF, the shift shock may be deteriorated due to residual pressure or the like, and the output timing of the shift command is delayed as necessary. In the signal processing executed by the shift electronic control device 178, a portion that executes each of steps R1 to R4 in FIG. 13 functions as a shift output delay unit.

In step R1 of FIG. 13, it is determined whether or not a shift has been determined according to the shift map of FIG. 10. If a shift has been determined, it is determined in step R2 whether or not the previous shift has been performed. I do. The determination as to whether or not the shift is in progress can be made based on whether or not a predetermined time has elapsed after the turbine rotation speed _NT reaches the synchronized rotation speed after the shift, as in step S5. _The determination may be made based on whether or not _T has reached the synchronous rotational speed after the shift. If the shift is not in progress, step R4 is immediately executed to output a shift command. If the shift is in progress, step R3 is executed. The time t _{3 in} FIG.
Is the time during which the 4 → 3 shift determination was made during the previous shift (5 → 4), and is the time when the determination in step R2 was YES and step R3 was started.

In step R3, it is determined whether or not a predetermined shift command output timing has been reached based on the degree of progress of the previous shift, and if the output timing has been reached, step R4 is executed. The output timing should be as late as possible in order to prevent a shift shock, but if it is unnecessarily late, shift responsiveness will deteriorate, so the output timing must be at least before the turbine speed _NT reaches the synchronous speed after shifting. In this embodiment, it is determined that a shift command is output when the turbine rotation speed _NT reaches a state before the synchronous rotation speed after shifting by a predetermined rotation speed (for example, about 50 rpm). Have been. Elapsed time after the previous shift command was output (the timer Ti
(equivalent to mA). Also, the demands for shift responsiveness and shift shock are:
Since the speed varies depending on the type of shift and the operating state such as power ON or OFF, the output timing such as the rotational speed before synchronization (the above 50 rpm) may be set using the operating state as a parameter. Time t in FIG.
₄ is actually 4 →
This is the time at which the 3 shift command has been output.

As described above, in the present embodiment, when the determination of the multiple shift is made, the subsequent shift command is output when the progress of the previous shift reaches the predetermined output timing. Therefore, the shift shock can be alleviated without greatly impairing the shift response during multiple shifts.

The shift electronic control unit 178 is also provided in FIG.
By performing signal processing according to the flowchart of
With respect to a frictional engagement device capable of switching the drain flow rate (orifice) at the time of discharging while the hydraulic oil is discharged at the time of shifting, that is, the brakes B0, B2, and the clutch C2, even during shifting, as necessary. The orifice is switched. The flowchart of FIG. 14 is repeatedly executed at a predetermined cycle time.
In the signal processing executed by the shift electronic control device 178, a portion that executes steps OS1 to OS9 in FIG. 14 functions as a flow resistance switching unit.

Step OS1 in FIG.
Is executed when the shift command of
A frictional engagement device that is sometimes released, for example, 5 → in FIG.
In 4 downshift, hydraulic oil is large for brake B0.
Predetermine whether or not to discharge at drain (large orifice)
The judgment is made according to the set switching condition. Switching condition is input
Torque and stepping speed of accelerator pedal 150, specifically
Is the throttle valve opening θ _THAnd its change rate Δθ_TH, Input shaft
Rotation speed N_T, Engine speed N_EAnd so on,
High input torque or accelerator pedal 150 depressing speed
Speed, a quick shift is required,
To discharge the hydraulic oil and quickly release the friction engagement device.
Stipulated.

If it is determined in step OS1 that the orifice is small, the elapsed time after the shift command is output by the timer TimB is measured in step OS2. The timer TimB measures time with a clock signal from a clock signal source such as a crystal oscillator, for example. Step OS3
Then, the orifice is switched to the small orifice according to the determination in step OS1, and the hydraulic oil is discharged from the small drain. In the 5 → 4 downshift, the shift solenoid SL4 is turned on (excited) to set the C0 exhaust valve 52 to the state on the left side in FIG. 4, and the hydraulic oil for the brake B0 is drained only from the oil passage 60. In step OS4, the flag F is set to "1". The flag F is set to “0” in the initial state.

On the other hand, if it is determined in step OS1 that the orifice is large, step OS5 is executed to determine whether or not the flag F is "1". If F ≠ 1, ie, F =
If it is 0, step OS8 is immediately executed, and step O8 is executed.
The orifice is switched to the large orifice according to the determination in S1, and the hydraulic oil is discharged from the large drain. In the 5 → 4 downshift,
Set shift solenoid SL4 to OFF (non-excited) to set C0
The exhaust valve 52 is set to the state on the right side in FIG. 4, and the operating oil of the brake B0 is drained from both the oil passages 60 and 62. In step OS9, the flag F is set to "0".

When the determination in step OS5 is YES, that is, when F = 1, it is determined that the orifice is small at the beginning of the shift, and steps OS2 and subsequent steps are executed. For example, as shown in FIG. Accelerator pedal 15
0 is depressed and the throttle valve opening θ _TH increases,
When the determination in step OS1 is switched to the large orifice, steps OS6 and OS7 are executed. In step OS6, it is determined whether or not the degree of progress of the shift is before the inertia.
That is, it is determined whether or not the turbine rotation speed _NT is the same as the synchronous rotation speed before shifting, and in step OS7, the timer T
It is determined whether or not the measured time of imB is equal to or shorter than a predetermined guard time t ₀ . The guard time t ₀ is a time sufficient to reach the inertia phase, and takes into account sensor failure and the like. If the determinations in steps OS6 and OS7 are both YES, step OS8 is executed to switch to the large drain, but if either one is NO, that is, if the inertia phase has already been entered, the large drain is set. The state of the small drain is maintained without switching.

In this case, even when the accelerator pedal 150 is depressed in the middle of a gear shift, the orifice is switched from small to large, so that the friction engagement device is quickly released and shift response is improved. In particular, in a multiple downshift as shown in FIG. 12, the entire downshift time is shortened by performing the preceding downshift quickly.

In this embodiment, the turbine rotational speed N _T
Is in the changing inertia phase, the switching from the small drain to the large drain is stopped, so that the occurrence of a shift shock due to the switching of the drain is prevented.

Although switching from the large drain to the small drain is permitted in FIG. 14, the possibility of switching from the large drain to the small drain is small because the friction engagement device is quickly released in the large drain. For the switching to the small drain, the same permissible switching condition as in steps OS6 and OS7 can be provided, and the switching from the large drain to the small drain can be uniformly prohibited.

In the above embodiment, the downshift has been described. However, the present invention can be applied to the switching of the drain flow rate during the upshift. If it is possible to switch the applied flow rate at the time of supplying hydraulic oil not only to the drain side but also to the friction engagement device to be engaged at the time of shifting by the orifice, the orifice is similarly switched during the shifting to reduce the applied flow rate. It can be changed.

FIG. 15 is a flowchart showing the case where the above-described retard control and the back pressure control of the accumulator are performed in accordance with the drain flow rate when the drain flow rate during shifting can be switched as described above. ) Is the part executed in step S4 of FIG. 11, and (b) is the part executed in step S9. The accumulator has a brake B capable of switching the drain flow rate (orifice).
0, B2, and clutch C2, respectively, and the back pressure is controlled by the linear solenoids SLN, SLT (see FIG. 3). The accumulator back pressure and the retard amount of the retard control (the torque change width of the engine 10) are set in accordance with the magnitude of the drain flow in consideration of the drain flow. The values are set separately according to the magnitude of the drain flow rate at the time of the previous shift. In the signal processing executed by the engine electronic control unit 176, these steps S4-1 to S4-3, S4
The part that executes 9-1 to S9-7 functions as the change width changing means of the fifth invention.

FIG. 15 (a) relates to the control of the retard and the back pressure at the time of a single shift. In step S4-1, it is determined whether or not a large drain (large orifice) is set. In step S4-2, the retard amount control and the back pressure control are performed by obtaining the retard amount and the back pressure value using the map for the large drain. In the case of a small drain, in step S4-3, a retard amount and a back pressure value are obtained by using the map for the small drain to obtain the retard amount and the back pressure value, and the retard control and the back pressure control are performed. In the maps for obtaining the retard amount and the back pressure value, the operating state such as the throttle valve opening θ _TH is set as a parameter, and is stored in the storage device 188 or the like in advance.

FIG. 15 (b) relates to the retard and back pressure control at the time of the subsequent shift in the multiplex shift.
In step S9-2, it is determined whether or not the drain flow rate during the previous shift is large in step S9-2. If the drain flow rate at the time of the previous shift is large, the flow rate is large at step S9-4.
The retard amount control and the back pressure control are performed by obtaining the retard amount and the back pressure value using the large map, and if the drain flow rate during the previous shift is small, the small to large use is determined in step S9-5. A retard amount control and a back pressure control are performed by obtaining a retard amount and a back pressure value using a map. If the determination in step S9-1 is NO, that is, if the drain flow rate during the subsequent shift is small, it is determined in step S9-3 whether the drain flow rate during the previous shift is large. If the drain flow rate at the time of the shift is large, the retard amount control and the back pressure control are performed at step S9-6 by using the large-to-small map to obtain the retard amount and the back pressure value. If the drain flow rate is small, the retard amount control and the back pressure control are performed in step S9-7 by calculating the retard amount and the back pressure value using the small-to-small map. These maps are also stored in the storage device 188 or the like in advance.

As described above, in this embodiment, the automatic transmission 14
When the drain flow rate of the hydraulic oil of the friction engagement device that is released at the time of the shift is switched according to a predetermined switching condition, the retard amount of the retard control (the torque change width of the engine 10).
And the back pressure value of the back pressure control are set in accordance with the magnitude of the drain flow rate, so that the shift response and the shift shock are suppressed regardless of the difference in the drain flow rate.

In particular, at the time of the shift after the multiple shift, the retard amount and the back pressure value are set in consideration of the magnitude of the drain flow rate at the time of the previous shift, so that the shift response and the shift shock are further reduced. Is suppressed.

In this embodiment, the retard control and the back pressure control are changed according to the drain flow rate. However, the present invention may be applied only to either the retard control or the back pressure control.

FIG. 16 shows that, in a multiple shift, when the drain flow rate at the time of the previous shift changes due to the change of the drain flow rate at the time of the subsequent shift, the delay angle and the back pressure control are performed in accordance with the change. In the flowchart of the change, when the determination in step S6 in FIG. 11 is NO, that is, when the next shift command is output, the delay and back pressure control are performed with respect to the previous shift. For example, in the 4 → 3 downshift, the clutch C2 is disengaged, and the drain flow rate of the clutch C2 is switched by the B2 release control valve 72 as apparent from FIGS.
In the downshift, the brake B2 is released and the drain flow rate of the brake B2 is switched by the same B2 release control valve 72. Therefore, even if the clutch C2 is set to a large drain in the 4 → 3 downshift, the operation is continuously performed 3 → If the brake B2 is set to the small drain in the 2 downshift, the clutch C2 also changes to the small drain, and the delay and the back pressure control for the previous shift (4 → 3) are performed according to the change in the drain flow rate. Change it. Of the signal processing executed by the engine electronic control device 176, steps S11, S7-2,
The part executing S8-2 functions as the change width changing means of the fifth invention, and the part executing steps S7-1 and S7-2 functions as the change width reducing means of the first invention.

In step S11 of FIG. 16, it is determined whether or not the drain flow (orifice) of the friction engagement device released by the previous shift has been switched by the output of the next shift command, and the drain flow must be switched. Step S7
In steps S1 and S8-1, the retard amount and the back pressure are corrected in the same manner as in steps S7 and S8, and the retard and back pressure control for the preceding shift is performed. On the other hand, if the drain flow rate of the friction engagement device released by the previous shift is switched, the process proceeds to step S7.
-2, its switching correction quantity alpha ₂ relative to the retard amount and the back pressure value for the drain flow of換後, progress of the previous shift (timer T
imA, etc.) and step S8-
2, determined from such predetermined map retard amount and the back pressure value for the drain flow rate after switching corrected by the correction quantity alpha ₂ (subtraction), and the retard amount of the corrected while the back pressure value The retard control and the back pressure control for the previous shift are performed.

As described above, in this embodiment, when the drain flow rate of the previous shift is changed in accordance with the output of the subsequent shift command, the retard control and the back pressure control for the previous shift are performed. Since the amount and back pressure value are reset according to the drain flow rate after switching, the retard control and the back pressure control are performed appropriately regardless of the change in the drain flow rate, and the shift responsiveness and shift shock Deterioration is prevented. In particular, in this embodiment, not only the retard amount and the back pressure value are reset according to the change in the drain flow rate, but also the shift is corrected according to the progress of the previous shift, so that the shift responsiveness due to the multiple shift is changed. Also, it is possible to prevent the shift shock from becoming worse.

FIG. 17 relates to the retard control, that is, the torque down control when the downshift command is output following the upshift command, and the signal processing executed by the engine electronic control unit 176. Among them, the part that executes steps SS1 to SS11 in FIG. 17 functions as a shift shock mitigation means, and the part that executes step SS7 among them functions as a torque change control stopping means, and executes step SS8. The portion functions as the variation width reducing means of the third invention and the fourth invention.

In step SS1 of FIG. 17, it is determined whether or not a shift command for shifting the automatic transmission 14 has been output. If a shift command has been output, step SS2 is executed.
It is determined whether or not the command is an upshift shift command. And
In the case of an upshift, steps SS3 to SS5 are repeatedly executed to execute the retard control at the time of the single shift of the upshift.
It is determined whether or not the up-down multiple shift is performed, that is, whether the down-shift command is output during the repetitive execution of steps SS2 to SS5 and the process shifts to step SS6. BA step SS
7 to SS10 are repeatedly executed to perform the retard control at the time of the up-down multiple shift. If the determination in step SS6 is NO, that is, in the case of a single downshift, the retard control in the single downshift is performed in step SS11 in the same manner as in step S4. FIG. 18 shows that a 3 → 4 upshift command is output as the vehicle speed V increases, and that the accelerator pedal 1
50 is an example of a time chart illustrating the change of each part at the time of an up-down multiple shift in which a step-down operation is performed and a 4 → 3 down-shift command is output, and time t ₁ is a time at which the up-shift command is output. At time t _2, a down-shift command is output and the determination in step SS6 is Y
It is the time when it became ES.

In step SS3, which is executed at the time of the single shift of the upshift, the elapsed time of the upshift is measured by the timer TimC in the same manner as at the step S3. At step SS4, the retard control at the time of the single shift of the upshift is performed. Is performed at a predetermined start timing with a predetermined predetermined retard amount in the same manner as in step S4. In the upshift, for example, in the case of a 3 → 4 shift shown in FIG. 18, the turbine rotational speed _NT is reduced by frictionally engaging the clutch C2, and the retard control is performed at an early stage of the shift. In step SS5, it is determined whether or not the shift (upshift) has been completed in the same manner as in step S5.

If a downshift command is output before the determination in step SS5 becomes YES, the determination in step SS2 becomes NO, and the process goes up in step SS6.
Step SS7 and subsequent steps are executed in recognition of the down multiple shift, and in step SS7, the retard control at the time of the upshift in step SS4 is stopped. The time t _{2 in} FIG. 18 is the time during which the down-shift command is output and the retard control at the time of the up-shift is stopped, and the dotted line in the column of the delay amount continuously described at the time t _2. Is an example of retard control at the time of a single shift.

In step SS8, the timer TimC
The measurement time, namely the command interval time from the shift command upshift is output to the shift command a downshift is output, calculates a correction amount alpha ₃ etc. map defined as a parameter. The correction amount alpha ₃ is for correcting the retard amount of the retardation control for downshift single shift (subtraction), with determined from such a map predetermined time measured by the timer TimC short And the retard amount of the retard control becomes smaller. That is, in the case of the 3 → 4 → 3 shift shown in FIG.
When the third speed synchronizing rotation speed _NT3 is reached when the turbine rotation speed _NT increases to the third speed synchronous rotation speed NTT, a shift shock occurs due to the engagement of the one-way clutch F1. _When the decrease width of _T is small, the shift shock when the one-way clutch F1 is engaged is also small, and the shorter the command interval time (TimC), the smaller the retard amount may be. Then, in step SS9, the retard amount of the retardation control for downshift single shift with measured by means of a map, the correction in the correction amount alpha ₃ and (subtraction), to implement the retarded angle control at a predetermined timing. The command interval time, which is the measurement time of the timer TimC, is
In the present embodiment, the retard amount (the torque change width of the engine 10) is corrected based on the progress degree at the time (time t ₂ ) when the downshift speed change command is output. . Note that the turbine rotation speed N during upshifting
_If the width of decrease of _T is smaller than a predetermined constant value G, the retard control of the downshift is stopped.

In step SS10, it is determined whether or not the downshift is completed in the same manner as in step S5, and steps SS6 and subsequent steps are repeatedly executed until the downshift is completed.

As described above, in this embodiment, the automatic transmission 1
If the downshift command is output during the upshift of No. 4, the retard control for the upshift is stopped in step SS7, and the retard amount of the retard control for the downshift is increased by the progress of the upshift. Since the shift is reduced in relation to the degree, the shift shock at the time of the downshift is alleviated without greatly impairing the shift response.

In this embodiment, as the degree of progress of the upshift, a command interval time (Tim) from the output of the upshift command until the output of the downshift command is output.
Since C) is used, control is easy, and the device is simple and inexpensive. In particular, since in the present embodiment, in which to calculate the correction amount alpha ₃ command interval time (TIMC) as a parameter, the retard control is subtracted from the retard amount during a single shift only the correction amount alpha ₃ is carried out, It is easier to control.

Further, the shorter the command interval time (TimC), in other words, the shorter the upshift time, the smaller the change in the turbine rotational speed _NT , and the smaller the synchronization shock at the downshift, the smaller the downshift. Since the retard amount (torque down amount) is reduced, shift response is improved while preventing shift shock during downshifting.

The embodiments of the present invention have been described in detail with reference to the drawings. However, these embodiments are merely examples, and the present invention is based on the knowledge and knowledge of those skilled in the art. Can be implemented.

[Brief description of the drawings]

FIG. 1 is a skeleton diagram illustrating a configuration of a vehicle power transmission device to which the present invention is applied.

FIG. 2 is a diagram illustrating a relationship between a plurality of gears of an automatic transmission provided in the vehicle of FIG. 1 and an operating state of a hydraulic friction engagement device that establishes the gears.

FIG. 3 is a block diagram illustrating a control system of an engine and an automatic transmission in the vehicle of FIG. 1;

FIG. 4 is a circuit diagram showing a portion related to control of a clutch C0 and a brake B0 in the hydraulic control circuit of FIG. 3;

5 shows ON (excitation) and OFF (non-excitation) of solenoids SL3 and SL4 in FIG. 4, brake B0 and clutch C0.
FIG. 4 is a diagram for explaining the relationship between supply and discharge of hydraulic oil with respect to FIG.

6 is a circuit diagram showing a portion of the hydraulic control circuit shown in FIG. 3 relating to pressure adjustment of the brake B3, clutch C2, drain of the brake B2, and engagement and release of the brake B1.

FIG. 7 shows ON (excitation) and OF of solenoid SL3 in FIG.
FIG. 7 is a diagram illustrating the relationship between F (non-excitation), switching of the gain of a B3 control valve, the magnitude of the drain of brake B2 and clutch C2, and the supply and discharge of hydraulic oil to and from brake B1.

8 is a diagram showing an example of a shift pattern of the shift lever of FIG.

9 is a graph showing characteristics for controlling the throttle actuator shown in FIG. 3 and showing an example of a relationship between an accelerator pedal operation amount _ACC and a throttle valve opening θ _TH .

10 is a diagram showing an example of a shift map used in shift control of the automatic transmission performed by the shift electronic control device of FIG. 3;

FIG. 11 is a flowchart illustrating retard control at the time of a multiple shift executed by the engine electronic control device of FIG. 3;

FIG. 12 is an example of a time chart illustrating a change in the operating state of each part when the retard control is performed according to the flowchart of FIG. 11 at the time of the multiple shifts of 5 → 4 → 3.

FIG. 13 is a flowchart illustrating a shift output delay control executed by the shift electronic control device of FIG. 3;

FIG. 14 is a flowchart illustrating a flow resistance switching control executed by the shift electronic control device of FIG. 3;

FIG. 15 is a flowchart illustrating signal processing in the case where retardation control is performed according to the flow resistance when the flow resistance is switched according to the flow chart of FIG. 14;

FIG. 16 is a flowchart illustrating signal processing in a case where the flow control is switched in accordance with a change in the flow resistance when the flow resistance is switched in accordance with the multiple shifts.

FIG. 17 is a flowchart illustrating a retard control at the time of an up → down multiple shift executed by the engine electronic control device of FIG. 3;

FIG. 18 is an example of a time chart for explaining a change in the operating state of each part when the retard control is performed according to the flowchart of FIG. 17 during the multiple shifts of 3 → 4 → 3.

[Explanation of symbols]

10: Engine (power source) 14: Automatic transmission 1
76: Electronic control unit for engine 178: Electronic control unit for speed change 184: Hydraulic control circuit C0 to C2: Clutch (friction engagement device) B0 to B4: Brake (friction engagement device) TimA, TimC: Command interval time Step S1 S10: Shift shock mitigation means Step S7: Change width reducing means Step OS1 to OS9: Flow resistance switching means Steps S4-1 to S4-3, S9-1 to S9-7: Change width change means Step S7-2, S8 -2, S11: Change width changing means Step S7-1, S7-2: Change width reducing means Steps SS1 to SS11: Shift shock mitigation means Step SS7: Torque change control stopping means Step SS8: Change width reducing means

 ──────────────────────────────────────────────────続 き Continued on the front page (72) Inventor Yoshinobu Nozaki 1 Toyota Town, Toyota City, Aichi Prefecture Inside Toyota Motor Corporation (72) Inventor Masato Kaigawa 1 Toyota Town, Toyota City, Aichi Prefecture Inside Toyota Motor Corporation (72) Inventor Yoshikazu Tanaka 1 Toyota Town, Toyota City, Aichi Prefecture F-term in Toyota Motor Corporation (reference) 3D041 AA31 AA53 AB01 AC01 AC15 AC18 AD02 AD04 AD05 AD14 AD23 AD31 AD41 AD51 AE04 AE07 AE09 AE31 AE32 AF01 3G093 AA05 BA03 CB08 DB11 EA02 EB05 FA06 FB02 FB03

Claims (6)

[Claims] 1. A vehicle control apparatus having a shift shock reducing means for temporarily changing a torque of a power source during a shift of an automatic transmission to reduce a shift shock, wherein a next shift is performed during a shift of the automatic transmission. When the command is output, the torque change width in the torque change control of the power source performed for the previous shift by the shift shock mitigation means is reduced in relation to the progress of the previous shift. A control device for a vehicle, comprising a change width reducing means. 2. The progress degree of the shift is a command interval time from when a previous shift command is output to when a subsequent shift command is output. The vehicle control device according to claim 1, wherein the torque change width is reduced. 3. A control device for a vehicle having a shift shock reducing means for temporarily changing a torque of a power source during a shift of an automatic transmission to reduce a shift shock, wherein a downshift is performed during an upshift of the automatic transmission. When the shift command is output, a torque change control stopping means for stopping the torque change control of the power source by the shift shock reducing means for the upshift, and a downshift gearshift command is output during the upshift. And a change width reducing means for reducing a torque change width in the torque change control of the power source by the shift shock reducing means with respect to the downshift in relation to the degree of progress of the upshift. Vehicle control device. 4. The progress degree of the upshift is a command interval time from when a shift command for the upshift is output to when a shift command for the downshift is output. 4. The method according to claim 3, wherein the shorter the interval time, the smaller the torque change width.
The control device for a vehicle according to claim 1. 5. An automatic transmission in which a plurality of gears having different gear ratios are established by switching between an engaged and disengaged state of a hydraulic friction engagement device, and a gear of the automatic transmission is switched. And a shift shock mitigation means for temporarily changing a torque of a power source during a shift to reduce a shift shock. Flow resistance switching means for switching the flow resistance of the hydraulic oil in accordance with a predetermined switching condition; and the flow resistance switching means for changing the torque change width in the torque change control of the power source by the shift shock mitigation means. A control device for a vehicle, comprising: a change width changing unit that changes according to: 6. The vehicle control device according to claim 1, wherein the torque change control of the power source by the shift shock mitigation means is a torque down control for reducing a torque.