JP2002039360A - Control device of automatic transmission for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To reduce shift shock occurring at power-off-up-shifting from a low speed transmission gear on which an engine brake acts to a high speed transmission gear. SOLUTION: In a power off 4 to 5 up-shifting accompanied by returning operation of an accelerator pedal, firstly, a solenoid SL4 is turned on to release a clutch C0 in order to interrupt power transmission so that the engine brake does not actuate. On the other hand, a synchronous time tu when a turbine rotating speed NT reduces near to a fifth speed synchronous rotating speed NT5 is obtained from a predetermined map, and a solenoid SL3 is turned on to maintain a brake B0 in a release condition until elapsed time from an upshift stat time (time t1) reaches the synchronous time tu, and the solenoid SL3 is turned off to engage the brake B0 to achieve a fifth transmission gear after reaching the synchronous time tu.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a control system for an automatic transmission for a vehicle, and more particularly, to an upshift from a low gear to a high gear in which a power source brake operates in response to a return operation of an accelerator operating member. This is related to the speed change control at the time of execution.

[0002]

2. Description of the Related Art There is known an automatic transmission in which a plurality of gears having different gear ratios are established depending on the engagement and disengagement states of a friction engagement device. The device described in Japanese Patent Application Laid-Open No. Hei 6-346951 is an example of such a device, and is substantially configured as shown in FIG. 1 (only the position of the brake B2 is different). By switching the engagement and disengagement states of C2 and brakes B0 to B4 as shown in FIG. 2, for example, five forward gears and two reverse gears are established. The engagement and disengagement states of the friction engagement devices are manually switched by a shift lever or electrically operated.
N, which is changed by switching the hydraulic circuit by the solenoids SL1 to SL4 that are turned off.

[0003]

By the way, in such an automatic transmission, the fourth gear stage "4th" is changed to the fifth gear stage "5th" with the return operation of the accelerator operation member such as the accelerator pedal. When upshifting, the clutch C0 is released and the brake B0 is engaged, but in order to prevent tie-up in which both are engaged at the same time, the clutch C0 is controlled by the flow control of hydraulic oil such as an orifice.
Is released, the brake B0 is engaged.

However, since the power source brake operates in the fourth speed gear "4th", when the input rotation speed (the rotation speed of the power source) is reduced with the engagement of the brake B0, the power source brake is activated. A large deceleration is generated due to inertia or the like, and an upshift from a gear position at which the power source brake does not act, for example, a power OFF upshift from the third gear stage “3rd” to the fourth gear stage “4th” is compared. The shift shock tended to increase.
Such a problem is also common to a power-off upshift from another lower gear where the power source brake operates.

[0005] The term "power OFF" refers to a state in which the driving force is not transmitted from the power source such as the engine to the wheels, and the accelerator is turned off without an output requested by the driver, that is, an accelerator operation member such as an accelerator pedal is operated. The case where the driving force is not transmitted to the wheel side due to a smaller operation amount of the accelerator operation member than the vehicle speed is included in the case where the driving force is not transmitted. Also,
The “power source brake” is such that when the power is turned off, a braking force is generated in the vehicle due to rotational resistance of the power source, for example, a pumping action or friction of the engine, so that the power source is rotationally driven in accordance with the traveling speed of the vehicle. State.

The present invention has been made in view of the above circumstances, and an object thereof is to provide a shift shock when a power-off upshift is performed from a lower gear to a higher gear in which a power source brake operates. Is to reduce.

[0007]

In order to achieve the above object, a first aspect of the present invention provides an upshift from a low gear to a high gear in which a power source brake operates in response to a return operation of an accelerator operation member. (B) brake release means for setting the low-speed side gear stage to a state where the power source brake is not applied in accordance with the determination of the upshift; and (b) releasing the brake. With the release of the action of the power source brake by the means, a synchronization determining means for determining whether or not the input rotational speed of the automatic transmission has decreased to near the synchronous rotational speed of the higher gear.
(c) synchronous upshift means for establishing the high-speed gear after the synchronous determination means determines that the rotational speed has decreased to near the synchronous rotational speed.

According to a second aspect of the present invention, in the control device for a vehicle automatic transmission according to the first aspect, (a) the synchronization determining means determines that a predetermined elapsed time during the upshift has reached a predetermined synchronization time. (B) The synchronization time is set using the input rotation speed and the vehicle speed as parameters.

According to a third aspect of the present invention, in the control device for a vehicle automatic transmission according to the second aspect, the synchronization time is determined by using the vehicle speed as a parameter for each gear of the automatic transmission determined according to the input rotational speed. It is characterized by having been done.

According to a fourth aspect of the present invention, in the control device for a vehicle automatic transmission according to the first aspect, the synchronization determining means obtains a deceleration of the input rotational speed, and reaches the synchronous rotational speed based on the deceleration. It is characterized in that it is determined whether or not a predetermined time has passed.

According to a fifth aspect of the present invention, in the control device for a vehicle automatic transmission according to any one of the first to fourth aspects, a return speed determining means for determining whether or not the return speed of the accelerator operation member is equal to or higher than a predetermined value. And when the return speed is equal to or higher than a predetermined value, a synchronous upshift is executed by the synchronous determination means and the synchronous upshift means.

[0012]

According to the control apparatus for an automatic transmission for a vehicle, the power source brake of the lower gear is released in accordance with the determination of the upshift, and then the automatic transmission is released with the release of the power source brake. Determines whether the input rotational speed has decreased to near the synchronous rotational speed of the high-speed gear stage, and establishes the high-speed gear stage after decreasing to near the synchronous rotational speed, reducing the deceleration acceleration due to the inertia of the power source etc. Or it becomes substantially zero, and the shift shock is reduced.

In the second invention, it is determined whether or not the input rotational speed has decreased to near the synchronous rotational speed by determining whether or not a predetermined elapsed time during the upshift has reached a predetermined synchronous time. Easy to control. In addition, since the synchronization time is set with the input rotation speed and the vehicle speed as parameters, for example, in a multiplex shift in which an upshift is performed from a lower gear position than a lower gear position,
Synchronization determination is performed with high accuracy, and shift shock is further reduced. The third invention in which the synchronization time is determined by using the vehicle speed as a parameter for each gear position of the automatic transmission determined according to the input rotation speed, substantially the same effect can be obtained.

In the fourth aspect, the deceleration of the input rotational speed is obtained, and it is determined whether or not a predetermined time before the synchronous rotational speed has been reached based on the deceleration.
Synchronization determination can be performed with higher accuracy than when determining based on elapsed time as in the second invention and the third invention.

In the fifth invention, when the return speed of the accelerator operating member is equal to or higher than a predetermined value, the synchronous upshift is performed by the synchronous determining means and the synchronous upshifting means. Compared to starting the synchronous upshift control after the value becomes less than the value, the possibility that the control can be started before the input rotation speed decreases to near the synchronous rotation speed increases, and the synchronous upshift control is executed. Frequently, the shift shock can be reduced more favorably.

[0016]

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. Thus, the present invention can be applied to a two-shaft meshing automatic transmission that establishes a predetermined gear position, a combination of a continuously variable transmission that can be shifted at a plurality of gear positions having different speed ratios, and the like. The automatic transmission is configured so that the shift is automatically determined based on the vehicle speed, the accelerator operation amount, and the like, and the shift is performed. However, the shift can be performed by the driver's shift lever operation or switch operation. May be.

As the power source of the vehicle, various power sources such as an engine operating by fuel combustion 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 brake releasing means may be any one that prevents the power source brake from acting at least in the low gear, but is configured to release the frictional engagement device released in the high gear. Is desirable. In the case where the power source brake is released by releasing the other friction engagement device to cut off the power transmission, it is necessary to re-engage the friction engagement device when establishing a high-speed gear stage. At the same time, there is a possibility that a slight shock may be generated at the time of the engagement, although not as much as the inertia of the power source.

Preferably, the synchronization determining means is configured as in the second invention to the fourth invention. For example, it is determined whether or not the synchronization time obtained by using only one of the input rotation speed and the vehicle speed as a parameter is reached. A synchronous judgment is made by determining whether or not a predetermined period of time has elapsed without considering the input rotational speed or the vehicle speed, or the input rotational speed is a synchronous rotational speed or a constant constant from the synchronous rotational speed. Various modes can be adopted, such as making a synchronization determination based on whether the rotation speed has reached a rotation speed higher by the rotation speed.

The synchronization judging means only needs to judge whether or not the input rotational speed has substantially decreased to near the synchronous rotational speed. The rotational speed of another member such as a power source corresponding to the input rotational speed may be used. May be determined based on Also,
The determination as to whether or not the rotational speed has dropped to near the synchronous rotational speed is determined in consideration of a response delay when the high-speed gear stage is established by the synchronous upshift means. It is desirable that the frictional engagement device be engaged at the time of the coincidence to establish the high-speed gear stage.

The predetermined elapsed time at the time of the upshift of the second invention is, for example, the time elapsed from the time of the upshift determination, the time of the upshift command, the time of releasing the power source brake by the brake releasing means, and the like. The synchronization time may be obtained from a map or an arithmetic expression using the input side rotation speed and the vehicle speed as parameters, but a map or an arithmetic expression using the vehicle speed as a parameter for each gear position as in the third invention. It is desirable to obtain from.

In the fourth invention, the input rotation speed is substantially reduced.
It is only necessary to calculate the speed.
The speed of change of the rotation speed of the corresponding other member is calculated.
Is also good. Whether a certain time before the synchronous rotation speed was reached
For example, the deceleration of the input rotation speed is determined by (−ΔN_T),one
The fixed time is t₀, The synchronous rotation speed of the higher gear_T5age
Input speed N_TIs (-ΔN_T) × t₀+ N_T5
Can be determined by whether or not the current input rotation
Speed N_TAs the elapsed time [− (N_T-N _T5) / Δ
N_T] -T₀Can be determined by whether or not
Wear. Fixed time t₀By means of a synchronous upshift
Equivalent to the response delay time when establishing the higher gear
Although it is a constant value in the fourth invention, the implementation of the first invention
Parameters such as temperature that affects response delay
May be set.

In the fifth invention, the synchronous upshift is executed when the return speed of the accelerator operation member is equal to or higher than a predetermined value. However, in other embodiments, for example, the operation amount of the accelerator operation member is reduced. Other execution start conditions may be determined, such as when the value is substantially zero. The return speed determination means may be a device that determines the return speed of the accelerator operation member itself, but changes according to the operation amount of the accelerator operation member such as the closing speed of the throttle valve opening of the engine (electrically controlled. It can also be determined using the rate of change of the physical quantity.

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 is transmitted to drive wheels via a differential gear device and an axle (not shown). To be transmitted. The engine 10 corresponds to a power source.

The 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 is 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 the solenoids SL1 to SL4, “○” indicates excitation, and “×” indicates non-excitation.
The above gear stages and P and N are established by exciting and non-exciting of .about.SL4 and switching of the hydraulic circuit by a manual shift valve (not shown). Also,
In the columns of the clutches C0 to C2, the brakes B0 to B4, and the 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). "P", "R",
"N", "D", "4", "3", "2", and "L" are operated.

In FIG. 2, at a first speed gear "1st", an engine brake, which is a power source brake, is activated by engaging a 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 configured to be switched by supplying a signal hydraulic pressure from a third solenoid valve 54 that is opened and closed by the solenoid SL3, and when the solenoid SL3 is excited (ON), the signal hydraulic pressure is reduced. Output stops and 4-5 shift valve 50
When the solenoid SL3 is de-energized (OFF), the signal hydraulic pressure is supplied and the state becomes the state on the left side of the figure. The supply of signal hydraulic pressure from the third solenoid valve 54 is permitted only in the case of 4th, 5th, N, and R via the 3-4 shift valve 56. 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 solenoid SL4. When the solenoid SL4 is excited (ON), the signal oil pressure is reduced. When the solenoid valve SL4 is de-energized (OFF) while the C0 exhaust valve 52 is supplied and the solenoid valve SL4 is de-energized (OFF), the supply of the signal hydraulic pressure is stopped and the state becomes the right-hand side in the drawing. 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 as shown in FIG. 5 by the combination of ON and OFF of the solenoids SL3 and SL4. When the solenoid SL4 is OFF and the solenoid SL3 is ON, the operating oil is applied (supplied) to the clutch C0 and the operating oil is drained (discharged) from the brake B0, and the fourth gear is set to "4th". Is established. When the solenoid SL4 is ON and the solenoid SL3 is OFF, the hydraulic oil is drained from the clutch C0 and the hydraulic oil is applied to the brake B0, so that the fifth speed gear "5th" is established. Also, when the solenoid SL3 is turned on at the time of the 5 → 4 shift, the brakes B0 to 4-
The hydraulic oil is drained through the 5-shift valve 50,
When the solenoid SL4 is excited (ON) at that time, the oil passage 6
When the solenoid SL4 is de-energized (OFF), the brake B
Hydraulic oil is also supplied from the oil passage 62 to the C0 exhaust valve 5.
It becomes a large drain state drained through the 2 and 4-5 shift valves 50.

FIG. 6 shows a B3 control valve 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 a signal hydraulic pressure from the third solenoid valve 54, and the solenoid SL
When the solenoid 3 is energized (ON), the output of the signal oil pressure is stopped, and the B2 release control valve 72 is in the state on the left side in the drawing, while when the solenoid SL3 is de-energized (OFF), the signal oil pressure is supplied. The state is on the right side of the figure. From the third solenoid valve 54, the 1 through the 3-4 shift valve 56
The supply of the signal oil pressure is permitted only at the time of st, 2nd, and 3rd. When the solenoid SL3 is turned on and off, the B3 control valve 7 is turned on as shown in FIG.
In addition to switching the gain of the hydraulic control of the brake B3 by 0, the drain state of the hydraulic oil of the clutch C2 and the brake B2, and the application and drain state of the hydraulic oil to the brake B1 are each switched.

That is, when the solenoid SL3 is turned off, the signal oil pressure P _SLU of the linear solenoid valve 74 is supplied from the B2 release control valve 72 to the B3 control valve 70 via the oil passage 76, and the B3 control valve 70 , The gain of the hydraulic control of the brake B3 becomes smaller. On the other hand, solenoid SL
3 turns on, the hydraulic oil of the clutch C2 and the brake B2 can be drained from the oil passages 78 and 80 via the B2 release control valve 72, respectively. After 72, it is applied to the brake B1. The line oil pressure PL is not shown in 2-3.
B2 at the 3rd speed gear "3rd" or higher through the shift valve
The gear is supplied to the release control valve 72, and passes through the 3-4 shift valve 56 to the third gear “3r”.
The supply of hydraulic oil to the brake B1 is permitted only when the gear is in the third gear stage "3rd". When the solenoid SL3 is turned off and the B2 release control valve 72 is switched to the right position in FIG. 6, the hydraulic oil of the brake B1 is drained through the B2 release control valve 72. Solenoid SL3 is OFF
, The oil passages 78 and 80 are also shut off and the clutch C
2. Only a small drain from the oil passages 82 and 84 is permitted for the brake B2. The application and the drain of the 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 engine electronic control unit 176 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 shift electronic control unit 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 the solenoids SL1, SL2, SL3, and S of the hydraulic control circuit 184 operate.
It switches ON (excitation) and OFF (non-excitation) of L4, and continuously changes the excitation state of the linear solenoids SLU, SLT, SLN by duty control or the like.
Specifically, for example, the gear position of the automatic transmission 14 is determined based on the actual throttle valve opening θ _TH and the vehicle speed V from a previously stored shift map (shift condition) shown in FIG.
According to FIG. 2, the solenoids SL1, SL2, SL3, and SL4 are connected to each other so as to establish the determined gear.
Switch between N and OFF. 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. Note that 1 to 5 in FIG.
st ”to the fifth gear stage“ 5th ”.

The shift electronic control unit 178 performs signal processing according to the flowchart of FIG. 11 when the power-off upshift is performed from the fourth gear stage "4th" to the fifth gear stage "5th". Accordingly, when the turbine rotational speed _NT substantially reaches the synchronous rotational speed N _{T5 of} the fifth gear stage “5th” = the output shaft rotational speed N _OUT × γ ₅ , a synchronous upshift for engaging the brake B0 is performed. It has become. γ ₅ is the speed ratio of the fifth gear (= input shaft rotation speed N _IN / output shaft rotation speed N _OUT ), and the turbine rotation speed _NT corresponds to the input rotation speed of the automatic transmission 14. Of the steps in FIG. 11 executed by the shift electronic control device 178, the part that executes step S2 functions as a brake release unit, and the step S3
Is performed as return speed determining means, the part performing steps S4 and S5 functions as synchronous determining means, and the part performing step S7 functions as synchronous upshifting means. In the present embodiment, the fourth gear stage “4th” is the lower gear stage where the engine brake operates, and the fifth gear stage “5th” is the higher gear stage. Note that the flowchart of FIG. 11 is repeatedly executed at a predetermined cycle time.

In step S1 of FIG. 11, from the fourth gear stage "4th" to the fifth gear stage "5th" based on the current throttle valve opening θ _TH and the vehicle speed V according to the shift map of FIG. Determine whether to upshift,
In the case of upshifting, steps S2 and subsequent steps are executed.
In step S2, the solenoid SL4 is turned on (excited) while the solenoid SL3 is kept on, and the C0 exhaust valve 52 is switched to the state on the left side in FIG. Thereby, while maintaining the brake B0 in the drain state (small drain), the hydraulic oil of the clutch C0 is drained and released, and the power transmission to the engine 10 is interrupted by the action of the one-way clutch F0, and the power is turned off. Engine braking becomes impossible.

In step S3, the accelerator pedal 150
Whether the power-off upshift accompanying the return operation of
The idle switch provided on the throttle sensor 164
Switch is ON or detected by throttle sensor 164.
Throttle valve opening θ _THClosing speed (-Δθ_TH)
Is greater than or equal to a predetermined value.
And if one of them is satisfied,
Step S4 and below are performed, and if both are not satisfied,
In the case of an upshift when the power is ON,
Step S6 is executed. Throttle valve opening θ_THClosing speed
(-Δθ_TH) Indicates the throttle valve opening θ per cycle.
_THOf the accelerator pedal 150 due to the amount of change in the closing direction of the
Although it corresponds to the return speed, the accelerator pedal operation amount A_CCStrange
The determination can also be made using the conversion speed. And step
In step S6, the solenoid SL3 is turned off (de-energized).
Switch the 4-5 shift valve 50 to the state on the left side of FIG.
Apply hydraulic oil to the brake B0 to engage it.
Thus, the fifth speed gear "5th" is established. This place
In this case, the drain flow from the clutch C0 and the brake B0
Apply flow to the orifice is controlled by the orifice
Clutch C while preventing engine up and engine 10
0 is released and the brake B0 is immediately engaged.
Can be done.

In step S4 executed when the power is turned off, the clutch C0 is released, and the engine 1
The synchronous time tu until the turbine rotational speed _{NT at} which the rotational speed decreases with 0 reaches near the synchronous rotational speed _{NT5 of} the fifth gear stage "5th" is set according to the flowchart of FIG. In step S4-1 in FIG. 12, whether or not a multiple shift from the first gear position "1st" is determined by determining the current turbine rotational speed _NT , the output shaft rotational speed _NOUT , and the second gear position "2nd". Is determined based on the gear ratio γ _{2 of} Equation (1) to determine whether the following expression (1) is satisfied. In step S4-2, the second
In step S, it is determined whether or not a multiple shift from the second gear is set.
In 4-3, it is determined in the same manner as described above whether or not a multiple shift from the third gear position "3rd" is performed using the speed ratios γ ₃ and γ ₄ respectively. N _T ≧ N _OUT × γ ₂・ ・ ・ (1)

In steps S4-4 to S4-7, the vehicle speed V is set as a parameter in accordance with the upshift from which gear stage, in other words, the turbine speed _NT at the start of the upshift. One of the maps map15 to map45 of the set synchronization time tu is selected, and in step S4-8, the synchronization time tu at the current vehicle speed V is calculated using any of the selected maps map15 to map45. That is, the synchronization time tu is determined by the turbine rotation speed _NT at the start of the upshift.
Therefore, the synchronization time tu is set very finely using these parameters as parameters. Further, this synchronization time tu is the time when the solenoid SL3 is turned off to switch the 4-5 shift valve 50 when the fifth speed gear "5th" is established, and when the hydraulic oil is applied to and engaged with the brake B0. Considering the response delay, the brake B0 is set to be engaged when the turbine rotational speed _NT substantially matches the fifth-gear synchronous rotational speed _NT5 . These maps map15 to map45 are shown in FIG.
Is stored in advance in the storage device 188 (see FIG. 3) together with the speed change map, etc., but may be stored in the RAM or the like of the speed change electronic control device 178.

The time chart of FIG. 13 shows the case of power OFF 4 → 5 upshift due to the return operation of the accelerator pedal 150. At time t ₁ , the 4 → 5 upshift is determined and the solenoid SL4 is turned on, and the clutch SL4 is turned on. C0
Is drained and the measurement of the synchronization time tu is started.

Returning to FIG. 11, in step S5, the synchronization
The shift shift control termination condition
You. This termination condition is determined when the upshift starts (in FIG.
Interval t ₁) Is reached when the synchronization time tu has been reached.
Other, throttle valve opening θ_THOpening speed (Δθ_TH) Is prescribed
Value, that is, when the accelerator pedal 150 is depressed
Satisfies one of the termination conditions
Step S7 is performed until the solenoid S
Keep L3 in the ON state and keep brake B0 in the released state.
Carry. The elapsed time is determined by the clock signal of a crystal oscillator, for example.
Measured by counting the clock signal from the source.
It is. When the elapsed time reaches the synchronization time tu, the
If the determination in step S5 is YES, in step S6 Soleno
The id SL3 is turned off and the 4-5 shift valve
4 is switched to the state on the left side of FIG.
The hydraulic oil is applied to the brake B0 and engaged.
Thus, the fifth speed gear "5th" is established.

The time t _{2 in} FIG. 13 is the time when the elapsed time from the start of the upshift reaches the synchronization time tu, the 4-5 shift valve 50 is switched, and the application of the hydraulic oil to the brake B0 is started. At time t ₃ , when the turbine rotation speed _NT reaches the fifth-gear synchronous rotation speed _NT5 , the brake B0 is fully engaged, and the fifth gear is set to “5th”.
Is the time that was established. When detecting the rotation speed N _C0 of the clutch C0 as the turbine rotation speed N _T , the fifth-gear synchronous rotation speed N _T (strictly, N _C0 ) is zero.

As described above, in this embodiment, in the power OFF4 → 5 upshift accompanying the return operation of the accelerator pedal 150, the solenoid SL4 is first turned on in step S2.
N, the C0 exhaust valve 52 is switched to the state on the left side of FIG. 4 to release the clutch C0 and cut off the power transmission so that the engine brake does not act, while the elapsed time from the start of the upshift. Reaches the synchronization time tu, in other words, the turbine rotational speed N
When _T falls to around 5 speed synchronous rotation speed N _T5, switch the 4-5 shift valve 50 and the solenoid SL3 is turned OFF in the state on the left side of FIG. 4 in step S6, the brake B
In order to establish the fifth speed gear "5th" by engaging 0, the deceleration due to the inertia of the engine 10 is reduced or substantially reduced to zero, and the shift shock is reduced.

Particularly, in this embodiment, the turbine rotation speed N
_{Since the fact that T} has decreased to the vicinity of the fifth-gear synchronous rotation speed _NT5 is determined by whether or not the elapsed time from the start of the upshift has reached the synchronous time tu, control is easy. Further, the synchronization time tu is determined by selecting one of a plurality of maps map15 to map45 set in advance for each gear according to the turbine rotation speed _NT at the start of the upshift, specifically, the gear. Since the synchronization time tu is calculated and set in accordance with V, the synchronization determination is performed with high accuracy, and the shift shock can be further reduced.

In this embodiment, the accelerator pedal 15
When the closing speed (−Δθ _TH ) of the throttle valve opening θ _TH corresponding to the return speed of 0 is equal to or more than a predetermined value, the control of the synchronous upshift starting from step S4 is started. Compared to the case where the control of the synchronous upshift is started after the _CC becomes equal to or less than a predetermined value such as zero, the control can be started before the turbine rotational speed _NT decreases to around the fifth speed synchronous rotational speed _NT5. Nature,
The frequency of executing the control of the synchronous upshift increases, and the shift shock can be reduced more favorably.

In the above embodiment, the turbine rotation speed N
_{The fact that T} has decreased to the vicinity of the fifth-gear synchronous rotation speed _NT5 has been determined based on whether or not the elapsed time from the start of the upshift has reached the synchronization time tu. For example, as shown in FIG. The deceleration of the turbine rotation speed _NT (−
ΔN _T ) can be determined to determine the synchronization. That is, the delay time from the ON → OFF switching command of the solenoid SL3 until the hydraulic oil is actually applied to the brake B0 is set to t _0, and is delayed from the synchronization timing at which the turbine rotational speed _NT reaches the fifth-gear synchronous rotational speed _NT5. time t ₀ only before the turbine rotational speed (N _T5 + α) the deceleration (-ΔN _T)
By obtaining from it to such synchronization determination is performed before by a constant delay time t ₀ from the always synchronized timing regardless the difference in deceleration as shown in FIG. _{14 (a) (-ΔN T)} .

More specifically, as shown in FIG.
Steps R1 to R5 instead of steps S4 and S5
Execute R3. These steps R1~R3 intended to function as a synchronization determining means, for calculating the deceleration of the step R1 the turbine rotational speed N _T of the (-ΔN _T). Deceleration (-ΔN _T), for example decreasing direction of the variation of turbine speed N _T per cycle, and the like. Step R
In 2, by multiplying the delay time t ₀ to the deceleration (-ΔN _T), calculates the α variation of turbine speed N _T during the delay time t _0, at step R3, the actual turbine rotation The speed _NT changes to the fifth-gear synchronous rotation speed _NT5 by the amount of change α
It is determined whether or not the rotation speed (N _T5 + α) has been reached. When the actual turbine rotation speed _NT decreases to the determination rotation speed ( _NT5 + α), step S6 is executed to apply the brake B0. Calculated deceleration (-ΔN _T) and the change amount α is may only performed once the start of upshifting as shown by the solid line,
It is desirable to update the cycle according to the actual turbine rotation speed _NT every cycle or every predetermined cycle as indicated by a chain line. In step R3, a judgment is also made on other end conditions such as the opening speed of the throttle valve opening θ _TH as in the above-described embodiment.

[0053] In this embodiment, the deceleration of the turbine rotational speed N _T seek (-ΔN _T), change in deceleration (-ΔN _T) to be multiplied by a constant delay time t ₀ the turbine rotational speed N _T Is calculated, and the actual turbine rotational speed _NT is determined by adding the change amount α to the fifth-gear synchronous rotational speed _NT5 (N
_T5 + α), the synchronization is determined based on whether or not the synchronization has been reached. Therefore, the synchronization determination is performed with higher accuracy than when the determination is made based on the elapsed time from the start of the upshift as in the above embodiment. It can be carried out.

It should be noted that the delay time t _{0 corresponds} to the operating oil temperature T
_OIL or the like can be set as a parameter.

The embodiments of the present invention have been described in detail with reference to the drawings. However, these embodiments are merely one embodiment, and the present invention is based on the 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 shift control at the time of a 4 → 5 upshift executed by the shift electronic control device of FIG. 3;

FIG. 12 is a flowchart specifically illustrating the contents of step S4 in FIG. 11;

FIG. 13 is a time chart for explaining a change in the operating state of each part when the shift control is performed in accordance with the flowchart of FIG. 11 at the time of the 4 → 5 upshift by the return operation of the accelerator pedal.

14A and 14B are diagrams illustrating a case where a synchronous determination is performed by obtaining a deceleration of the turbine rotation speed _NT , and FIG. 14A illustrates a relationship between a change amount α of the turbine rotation speed _NT and a deceleration at a fixed time t ₀ . FIG. 6B is a flowchart for explaining the specific contents of the synchronization judgment using the deceleration.

[Explanation of symbols]

10: Engine (power source) 14: Automatic transmission 1
50: accelerator pedal (accelerator operating member) _NT :
Turbine rotation speed (input rotation speed) N _T5 : Fifth speed synchronous rotation speed 4th: Fourth speed gear (lower gear)
5th: Fifth speed (high-speed gear stage) tu: Synchronization time t ₀ : Delay time (constant time) Step S2: Brake release means Step S3: Return speed judgment means Step S4, S5: Synchronization judgment means Step S7: Synchronous upshift means Steps R1 to R3: Synchronous determination means

Continued on the front page (72) Inventor Hideo Tomomatsu 1 Toyota Town, Toyota City, Aichi Prefecture Inside Toyota Motor Co., Ltd. (72) Inventor Yoshinobu 1 Toyota Town, Toyota City, Aichi Prefecture Toyota Motor F-term (reference) 3J552 MA02 MA12 NA01 NB01 PA02 RA05 RB06 RC12 SB33 SB35 UA07 VA32W VA32Y VA33W VA50Z VA74W VB01W VC01Z VC03Z VC05Z VC07Z VD04W VD11Z

Claims (5)

[Claims] 1. A control device for an automatic transmission for a vehicle when an upshift is performed from a low gear to a high gear in which a power source brake operates in response to a return operation of an accelerator operation member, wherein the upshift is performed. Brake release means for setting the low-speed side gear stage to a state in which the power source brake is not applied in accordance with the determination of; and, with the release of the operation of the power source brake by the brake release means, the input rotational speed of the automatic transmission becomes Synchronization determining means for determining whether or not the speed has decreased to near the synchronous rotation speed of the high-speed gear stage; and A control device for an automatic transmission for a vehicle, comprising: a synchronous upshift unit that is established. 2. The synchronization judging means judges whether a predetermined elapsed time during the upshift has reached a predetermined synchronization time. The synchronization time is determined by the input rotation speed and the vehicle speed. The control device for an automatic transmission for a vehicle according to claim 1, wherein is set as a parameter. 3. The vehicle according to claim 2, wherein the synchronization time is determined by using the vehicle speed as a parameter for each gear position of the automatic transmission determined according to the input rotation speed.
The control device for an automatic transmission for a vehicle according to claim 1. 4. The synchronous determining means determines a deceleration of the input rotational speed, and determines whether or not a predetermined time before the synchronous rotational speed is reached based on the deceleration. The control device for a vehicle automatic transmission according to claim 1, wherein 5. A return speed determining means for determining whether a return speed of the accelerator operation member is equal to or higher than a predetermined value, and when the return speed is equal to or higher than a predetermined value, the synchronization determining means and the synchronous upshift means. The control device for an automatic transmission for a vehicle according to any one of claims 1 to 4, wherein the synchronous upshift is performed by: