JP2004286171A - Speed change control device for automatic transmission - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a speed change control device for an automatic transmission capable of achieving smooth speed change by positively controlling output torque of the automatic transmission. <P>SOLUTION: This speed change control device for an automatic transmission is provided with an engine torque map to estimate engine torque, an input torque estimating means to estimate input torque to the automatic transmission, an actual output torque detecting means to detect output torque of the automatic transmission, a post-speed change output torque estimation value determining means to determine output torque of the automatic transmission after speed change, a target output torque determining means to determine target output torque in the process of speed change, and an output torque control part to conduct feedback control to fastening pressure to fastening elements before speed change or after a speed change command to make the actual output torque detected coincide with the target output torque. <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

[0001]
TECHNICAL FIELD OF THE INVENTION
The present invention relates to an automatic transmission having a torque sensor, and particularly to the technology of an automatic transmission having a torque sensor using a magnetostriction effect.
[0002]
[Prior art]
2. Description of the Related Art As a shift control device for an automatic transmission, for example, a technique described in Patent Document 1 is known. In this technique, the output torque of the automatic transmission is controlled by estimating the input torque to the transmission and controlling the engagement pressure according to the input torque.
[0003]
[Patent Document 1]
JP-A-2000-110929 (see the third page, middle left).
[0004]
[Problems to be solved by the invention]
However, in the shift control device for an automatic transmission described in Patent Document 1, the output torque of the automatic transmission is not actively controlled, and the engagement state of the engagement element is controlled based on the input torque information. Therefore, when aging or the like in the transmission occurs, no matter how much the hydraulic pressure during shifting is controlled based on the input torque information, the output torque during shifting increases (that is, the engagement pressure of the engagement element before shifting is reduced). Too high), there is a problem that the progress of the shift is delayed. On the other hand, when the output torque during the shift is too low (that is, the engagement pressure of the pre-shift engagement element is too low), the torque during the shift is lost, causing an unpleasant shift shock. Was. Although a technique for controlling the shift time is also known, even with the same shift time, the output torque may become unstable during the shift, making it difficult to stabilize the torque shift transient characteristics. Met.
[0005]
SUMMARY OF THE INVENTION The present invention has been made in view of the above problems, and an object of the present invention is to provide a shift control device for an automatic transmission, in which the output torque of the automatic transmission is actively controlled to achieve a smooth shift. It is an object of the present invention to provide a shift control device for an automatic transmission capable of achieving the above.
[0006]
[Means for Solving the Problems]
In order to achieve the above object, according to the first aspect of the present invention, a speed change mechanism that releases a pre-shift engagement element and achieves a speed change by engaging a post-speed engagement element, and outputs a speed change command to the speed change mechanism. A speed control device for an automatic transmission, comprising: a state quantity detecting means for detecting a state quantity of the vehicle; an actual output torque detecting means for detecting an output torque of the automatic transmission; A pre-shift input torque estimating means for estimating an input torque to the automatic transmission before the shift based on the actual output torque; and a shift of the automatic transmission based on the state quantity of the vehicle before the shift and the detected actual output torque. A post-shift output torque estimated value calculating means for calculating a post-output torque; a target output torque in a shift process based on the detected actual output torque before shift and the estimated post-shift output torque estimated value; A target output torque calculating unit, and an output torque control unit that feedback-controls a fastening pressure of a fastening element before shifting or a fastening element after a shift command such that the detected actual output torque matches the target output torque. Is provided.
[0007]
According to the second aspect of the present invention, there is provided a transmission mechanism for releasing a pre-shift engagement element and achieving a shift by engaging the post-gear engagement element, and a shift control unit for outputting a shift command to the transmission mechanism. A shift control device for an automatic transmission, wherein a state quantity detecting means for detecting a state quantity of the vehicle; and an engine torque map for estimating engine torque from engine torque data at a map point determined by the detected state quantity. Input torque estimating means for estimating input torque to the automatic transmission based on engine torque; actual output torque detecting means for detecting output torque of the automatic transmission; and inputting based on a state quantity of the vehicle before shifting. A post-shift input torque estimating means for estimating the input torque to the automatic transmission after the shift from the torque estimating means; and A post-shift output torque estimated value calculating means for calculating a post-shift output torque of the automatic transmission; a target output in a shift process based on the detected actual output torque before shift and the estimated post-shift output torque estimated value; Target output torque calculating means for calculating torque; and output torque control for feedback-controlling the engagement pressure of the engagement element before the shift or the engagement element after the gearshift command so that the detected actual output torque matches the target output torque. And a unit are provided.
[0008]
According to a third aspect of the present invention, in the shift control device for an automatic transmission according to the first or second aspect, the automatic transmission includes a torque converter that amplifies a torque input from an engine, and the input torque estimating means. Means for estimating the input torque to the automatic transmission based on the estimated engine torque and the torque amplifying action of the torque converter, and the post-shift input torque estimating means includes a pre-shift gear ratio and a post-shift gear ratio. A means is provided for calculating a state quantity after shifting from the state quantity before shifting and estimating an engine torque after shifting from the engine torque map based on the calculated state quantity after shifting.
[0009]
According to a fourth aspect of the present invention, in the shift control device for an automatic transmission according to any one of the first to third aspects, the target output torque calculating means includes an inertia based on a pre-shift actual output torque and a post-shift output torque estimated value. An inertia phase target output torque calculating unit for calculating a phase target output torque, wherein the pre-shift actual output torque, the post-shift output torque estimated value, and the pre-shift actual output torque are set in advance. A means is provided for calculating a target output torque waveform in a shift process from the torque phase pulling angle and the torque phase time and the target output torque value at the time of the inertia phase.
[0010]
Function and Effect of the Invention
In the automatic transmission according to the first aspect, the input element before the shift is estimated from the state quantity of the vehicle before the shift and the actual output torque before the shift because the fastening element is engaged immediately before the shift. can do. Furthermore, it is possible to estimate the output torque after shifting from the actual output torque before shifting and the gear ratio before and after shifting. Further, the target torque at the time of shifting can be set using the input torque and output torque before shifting and the output torque estimated value after shifting. Further, by executing the engagement pressure feedback control according to the set target torque, it is possible to positively manage not the shift time but the magnitude of the output torque at the time of shift, thereby achieving stable shift control. Can be performed.
[0011]
In the automatic transmission according to the second aspect, by providing the engine torque map, it is possible to estimate the output torque after the shift from the state quantity of the vehicle before the shift. Further, the target torque at the time of shifting can be set using the output torque before the shifting and the output torque estimated value after the shifting. Further, by executing the engagement pressure feedback control according to the set target torque, it is possible to positively manage not the shift time but the magnitude of the output torque at the time of shift, thereby achieving stable shift control. Can be performed. The provision of the engine torque map eliminates the influence of the spring system of the vehicle and the time lag for reading the torque sensor value.
[0012]
In the shift control device for an automatic transmission according to a third aspect, the input torque to the automatic transmission is estimated based on the estimated engine torque and the torque amplifying action of the torque converter. Here, the torque amplifying effect of the torque converter is, for example, by multiplying the engine torque by the torque increasing coefficient by having a map representing the relationship between the speed ratio, which is the ratio of the engine rotational speed and the turbine rotating speed, and the torque increasing coefficient. Thus, the input torque may be estimated.
[0013]
Further, it is considered that the vehicle speed is basically constant immediately before and immediately after the shift, and the gear ratio changes with respect to the constant vehicle speed, so that the state quantity on the engine side changes. Here, the state quantity includes, for example, the engine speed. Based on these conditions, a state quantity after shifting is calculated from the gear ratio before shifting, the gear ratio after shifting, and the state quantity before shifting, and the engine torque after shifting is calculated from the engine torque map based on the calculated state quantity after shifting. Is estimated. As a result, it is possible to accurately estimate the engine torque after shifting, and to achieve stable shift control.
[0014]
In the shift control device for an automatic transmission according to the fourth aspect, the target output torque during the inertia phase is calculated based on the actual output torque before the shift and the estimated output torque after the shift. As a result, the target output torque during the inertia phase can be set in accordance with the traveling state during shifting (such as the output torque at the start of shifting). Further, the gear shifting process is performed based on the actual output torque before shifting, the estimated output torque after shifting, the torque phase pulling angle and the torque phase time preset according to the actual output torque before shifting, and the target output torque value during the inertia phase. The target output torque waveform at is calculated. Here, the torque phase subtraction angle defines a torque reduction rate during the torque phase, and is set together with the torque phase time. By calculating the target output torque waveform in the shift process as geometrical and continuous data using the target output torque during the inertia phase, the basic target torque waveform of the stepped automatic transmission can be formed smoothly. And stable shift control can be achieved.
[0015]
BEST MODE FOR CARRYING OUT THE INVENTION
Hereinafter, an embodiment for realizing an automatic transmission according to the present invention will be described based on a first embodiment.
[0016]
(First embodiment)
FIG. 1 is an overall system diagram showing a control configuration of the automatic transmission according to the first embodiment. The rotation output from the engine 50 is input to the transmission mechanism unit 6 via the torque converter 3 and is transmitted to the drive wheels after being shifted to a predetermined rotation speed.
[0017]
The transmission mechanism 6 is provided with a control valve unit 6a. The control valve unit 6a is provided with a solenoid valve that uses the oil pump 4 as a hydraulic pressure source and outputs a fastening pressure and a release pressure to each fastening element. At the time of shifting, a gear is achieved by outputting a command signal to these solenoid valves.
[0018]
The ATCU 60 includes an engine speed Ne from an engine speed sensor 61, a turbine speed Nt from a turbine speed sensor 62, a range signal from an inhibitor switch 63 for detecting a selected position of a select lever selected by a driver, a vehicle speed. Transmission output shaft rotation speed Nout from sensor 64, throttle opening TH from throttle opening sensor 65, torque signal from torque sensor 17 for detecting output torque of the transmission output shaft, water temperature from engine water temperature sensor 66 A signal is input. The ATCU 60 has a shift map in which shift speeds are set according to the vehicle speed and the throttle opening, and drives a solenoid valve in the control valve unit 6a based on the above-described input signal, thereby setting a fastening element of the speed change mechanism 6. Shift control is performed by engagement and release.
[0019]
FIG. 2 is a conceptual diagram showing a shift in the transmission mechanism 6. The torque input to the transmission mechanism 6 is output via a pre-shift engagement element, and during a shift, the pre-shift engagement element is released and the post-shift engagement element is engaged to switch the torque path, thereby switching the torque path. Shifting is achieved. In the present embodiment, when performing feedback control on the output torque from the transmission at the time of shifting, control is performed based on the output value of the torque sensor 17.
[0020]
Next, the shift control according to the present invention will be described. FIG. 3 is a flowchart showing the shift control contents in the first embodiment.
[0021]
In step 101, it is determined whether or not a shift start signal has been output. If the shift has not started, the process proceeds to step 111, and if the shift start signal has been output, the process proceeds to step 102. Here, the shift start signal may be a signal from the inhibitor switch 63 or a shift start signal output when the vehicle crosses the shift line in the shift map.
[0022]
In step 102, a target output torque T ^* is calculated.
[0023]
In step 103, the required oil pressure according to the target output torque T ^* is calculated.
[0024]
In step 104, a command signal corresponding to the calculated required oil pressure is output to the control valve unit 6a.
[0025]
In step 105, it is determined whether the value obtained by adding the predetermined torque ΔT to the target output torque T ^* is larger than the actual torque detected by the torque sensor 17, and if it is larger than the actual torque, the process proceeds to step 106. Goes to step 107.
[0026]
In step 106, a value obtained by adding the predetermined oil pressure ΔP is output as a command signal.
[0027]
In step 107, it is determined whether or not a value obtained by subtracting the predetermined torque ΔT from the target output torque T ^* is smaller than the actual torque detected by the torque sensor 17, and if it is smaller than the actual torque, the process proceeds to step 108. Goes to step 109.
[0028]
In step 108, a value obtained by subtracting the predetermined oil pressure ΔP is output as a command signal.
[0029]
In step 109, it is determined whether or not the gear ratio has reached a predetermined gear ratio. If so, it is determined that the gear shift is nearing the end, and the process proceeds to step 110. If not, steps 105 to 108 are performed. repeat.
[0030]
In step 110, the engagement hydraulic pressure of the post-shift engagement element is raised, and the engagement hydraulic pressure of the pre-shift engagement element is gradually released, thus ending the shift.
[0031]
In step 111, a map correction process for correcting the three-dimensional map is executed. Details will be described later.
[0032]
(Target output torque calculation)
Next, the target output torque calculation processing at the time of the upshift in step 102 will be described. FIG. 7 is a flowchart showing the target output torque calculation processing.
[0033]
In step 201, the type of shift (3 → 4 shift, 2 → 3 shift, etc. in upshift shift) is detected.
[0034]
In step 202, the pre-shift torque B is calculated from the detected value of the torque sensor 17.
[0035]
In step 203, the post-shift torque A is calculated from the three-dimensional map and the speed ratio-torque coefficient map.
[0036]
In step 204, a torque phase subtraction angle θ and a torque phase time t corresponding to the type of shift are read from the torque waveform map.
[0037]
In step 205, the inertia phase height H is calculated.
[0038]
In step 206, a target torque waveform is set from the above conditions.
[0039]
Here, the calculation of the post-shift engine output torque A will be described. The output torque Te of the engine can be represented by the engine speed Ne and the throttle opening TH. The output characteristics of the engine are measured in advance, and the three-dimensional map shown in FIG. 4 is created. The engine output torque Ta after shifting is calculated based on this three-dimensional map.
[0040]
The output torque of the engine 50 is input to the speed change mechanism 6 via the torque converter 3. Therefore, it is necessary to consider the torque amplification by the torque converter 3. The torque converter characteristic measures in advance how much torque increase effect (torque coefficient K) according to the speed ratio e (= Nt / Ne) calculated from the engine speed Ne and the turbine speed Nt, A speed ratio-torque coefficient map shown in FIG. 6 has been created. From the speed ratio-torque coefficient map, the torque input to the transmission mechanism 6 is calculated by the following equation.
T = Te × K
The post-shift output torque A is calculated from the calculated input torque and speed ratio (corresponding to claim 3).
[0041]
Originally, in order to obtain a good shift shock, the points B and A should be directly connected. However, in the case of a stepped automatic transmission, there are a torque phase and an inertia phase. Here, the torque phase is a phase that occurs to transfer torque from the pre-shift gear stage to the post-shift gear stage. In addition, the inertia phase is a phase generated for absorbing the rotation. Therefore, in the case of the stepped automatic transmission, since the basic shape resulting from the torque phase and the inertia phase cannot be ignored, a waveform as shown in FIG. 9 is defined as a typical torque waveform at the time of shifting. Calculation of various conditions for forming this waveform will be described below.
[0042]
The torque phase subtraction angle θ and the torque phase time t corresponding to the pre-shift output torque B are read from the torque waveform map shown in FIG. It is assumed that θ and t are created in advance based on experimental data and the like.
[0043]
Next, the inertia phase height H is calculated. The inertia phase height is calculated by the following equation.
H = Ta + ΔH
ΔH = | B−A | · K1
Here, K1 is a calibration constant.
[0044]
A torque waveform (continuous target torque index line) designed based on the above conditions (output torque before shift B, output torque after shift A, torque phase pull angle θ, torque phase time t, and inertia phase height H) is obtained. It is set as the target output torque T ^* (corresponding to claim 4).
[0045]
(Fitting pressure determination process)
Next, a process for determining the fastening pressure of the fastening element for achieving the target torque T ^* will be described. The torque Tp during shifting can be expressed by the following equation.
Tp = μd × D × (A × P−Fs) × N / G = f (P) (1)
here,
μd: dynamic friction coefficient of the clutch D: effective clutch diameter A: piston receiving pressure area P: operating pressure Fs: return spring force N: number of clutches G: torque sharing ratio Tp: output torque.
[0046]
As can be seen from Equation 1, the output torque Tp during shifting can be regarded as a function governed by the operating pressure P. Therefore, the operating pressure P may be controlled so that the output torque Tp approaches the target value T ^* during shifting. Here, in an actual automatic transmission, there are many unexpected parameters, such as friction due to the viscosity of hydraulic oil, mechanical transmission efficiency, and transient changes in friction characteristics, and the required hydraulic pressure cannot be calculated accurately using Equation 1. Therefore, Equation 1 is used as a function of P, and the function f itself is obtained in advance from experimental results, and is mapped as shown in FIG. This map is provided for each fastening element, and can calculate the required oil pressure for the target transmission torque. Real-time feedback control (RTFB) is performed on the torque sensor value detected using this map.
In this way, a continuous target torque index line is created as a target output torque in a shift transition, and the engagement pressure is corrected by real-term feedback control so as to match the index line, thereby setting a mere target output torque. Unlike this, it is possible to obtain an ideal output torque waveform corresponding to a shift condition including a shift transition.
[0047]
(Shift control action)
Next, the shift operation will be described based on the above-described flowchart. FIG. 10 is a time chart showing a shift control at the time of an upshift. At time t1, an upshift shift start signal is output by crossing the upshift line of the shift map. At this time, the pre-shift output torque Tb and the post-shift output torque Ta are calculated from the three-dimensional map and the speed ratio-torque coefficient map, a target torque waveform during the shift is formed from various conditions, and the target output torque T ^* is determined. . Further, the hydraulic pressure (release hydraulic pressure) of the pre-shift engagement element is reduced to the minimum engagement pressure at which torque can be transmitted. On the other hand, the hydraulic pressure of the fastening element is slightly supplied after the shift.
[0048]
At time t2, when the engagement pressure of the pre-shift engagement element decreases to the target engagement pressure, the engagement pressure of the post-shift engagement element is increased to advance the torque phase. At this time, the progress of the torque phase controls the engagement pressure of the post-shift engagement element such that the target torque waveform (torque phase subtraction angle θ, torque phase time t) is achieved.
[0049]
At the time t3, when the torque phase time t elapses, the hydraulic pressure is further increased by Δt time in consideration of the reversal time from the torque phase to the inertia phase, and set as a target hydraulic pressure command according to the inertia phase height H. Thus, the inertia phase starts, and the gear ratio starts to change.
[0050]
Then, to detect the actual torque by the torque sensor 17, when the value obtained by adding a predetermined torque ΔT to the target output torque T ^* is greater than the actual torque, the engagement pressure corresponding to the target output torque T ^* is not obtained Judgment is made and the oil pressure is added by ΔP. On the other hand, if the value obtained by subtracting the predetermined torque ΔT from the target output torque T ^* is smaller than the actual torque, it is determined that the engagement force is higher than the engagement pressure corresponding to the target output torque T ^* , and the hydraulic pressure is set to ΔP Just subtract. As described above, by providing a dead zone having a width of ± ΔT and performing real-time hydraulic pressure feedback control (RTFB), control hunting is prevented.
[0051]
At time t4, when the reference gear ratio is reached, the engagement pressure of the post-shift engagement element is increased based on the re-slip prevention hydraulic ramp command value, and the engagement pressure of the pre-shift engagement element is gradually released by ramp control.
[0052]
At time t5, the pre-shift engagement element is completely released, and the post-shift engagement element is completely engaged, thereby completing the shift.
[0053]
As described above, by controlling the engagement pressure of the engagement element after gear shifting by feedback control so that the calculated target output torque waveform matches the actual output torque, it is possible to positively control the output shaft torque, Stable shift control can be achieved (corresponding to claim 1).
[0054]
(Map correction processing)
FIG. 11 is a flowchart showing the map correction processing. Hereinafter, the control contents will be described.
[0055]
In step 301, it is determined whether or not the engine coolant temperature T is within a range that is higher than a lower limit value TL and lower than an upper limit value TH of the map correction process, and if it is within the range, the process proceeds to step 302; I do.
[0056]
In step 302, it is determined whether or not the shift control is being performed. If the shift control is being performed, the process is terminated. Otherwise, the process proceeds to step 303.
[0057]
In step 303, the absolute value of the difference between the predetermined time before the throttle opening TH _b and the current throttle opening TH _c is determined whether less than a predetermined throttle opening .DELTA.TH, the throttle opening is stable when less than .DELTA.TH It is determined that the process has been performed, and the process proceeds to step 304. Otherwise, the present process ends.
[0058]
In step 304, the average value TH _AVE of the throttle opening TH within a predetermined time is calculated and stored in the memory.
[0059]
In step 305, an average value Ne _AVE of the engine speed Ne within a predetermined time is calculated and stored in the memory.
[0060]
In step 306, the average value Tt _AVE of the torque sensor detected values Tt within a predetermined time is calculated and stored in the memory.
[0061]
In step 307, the engine torque Te is calculated from the Tt _AVE and the speed ratio-torque coefficient map and stored in the memory.
[0062]
In step 308, Te _map is calculated from TH _AVE , Ne _AVE , and the three-dimensional map and stored in the memory.
[0063]
In step 309, the difference ΔTe between Te _map and Te is calculated.
[0064]
In step 310, an engine torque map correction process is executed according to the difference ΔTe.
[0065]
The map correction processing will be described. When correcting the three-dimensional map, it is not desirable to perform correction based on a special environment, so it is necessary to determine whether the environment is stable. Therefore, it is determined from the engine water temperature whether the state of the engine is stable. This is because if the engine water temperature is within a certain temperature range, the state of the engine is considered to be stable. If the throttle opening does not fluctuate greatly, it is considered that the vehicle is in a stable state. Next, during the shift control, the engine speed and the like are not always in a stable state, so no correction is performed in this case.
[0066]
If it is determined that the vehicle is in a stable state, an average throttle opening TH _AVE , an average engine speed Ne _AVE and a torque sensor detection value Tt _AVE for a predetermined time are calculated. Next, the engine output torque Te is calculated from the Tt _AVE and the speed ratio-torque coefficient map. This Te is the actually detected engine torque. Next, an engine output torque Te _map is calculated from TH _AVE , Ne _AVE and the three-dimensional map. This Te _map is the map calculation torque.
[0067]
The difference ΔTe between Te and Te _map is to be corrected. FIG. 12 is a diagram illustrating a state where the three-dimensional map is corrected by the difference ΔTe. As described above, at a certain point on the three-dimensional map, the calculated ΔTe is corrected. At this time, if only one point is corrected, one point is projected or depressed and corrected, which is disadvantageous in terms of data continuity. Therefore, as shown in FIG. 13, the correction is also performed on the data around the correction target point.
[0068]
Specifically, X calculated by the following equation is added to each point on both the TH direction axis and the Ne direction axis around the correction point.
^{X = ΔTe · a n (n} = 1,2,3, ···)
However, it is assumed that 0 <a <1.
[0069]
As described above, by correcting not only one point but also data around the point, it is possible to correct the map with high accuracy while maintaining the continuity of the data. Therefore, even when the engine output changes in a short time, especially when going to high altitudes, the three-dimensional map is corrected while traveling to high altitudes, so a map that can accurately estimate the engine torque can be obtained. Can be created. As a result, when forming the target torque waveform in the shift control, it is possible to accurately estimate the output torque after the shift, to make the shift shock appropriate, and to control the control system using the torque signal. Improvement can be achieved.
[0070]
(Other Examples)
As described above, the present invention has been described based on the first embodiment. However, the present invention is not limited to the above configuration. For example, in step 202, the pre-shift output torque B is calculated from the three-dimensional map and the speed ratio-torque coefficient map. May be. Basically, the torque immediately before the shift can be calculated from the torque sensor 17 provided on the transmission output shaft 5 because the fastening element is still in the engaged state. Good.
1) Due to the vibration of the spring system of the vehicle, it is unclear where the torque sensor value of the transmission output shaft 5 should be viewed as an average value.
2) It is easier to set the target torque only by calculation than to detect the actual sensor value when correcting the target value.
3) In order to minimize the time lag from the shift command to the start of the actual shift, it is necessary to create the hydraulic pressure of the fastening element in advance. When reading the actual torque sensor value, You need to make time to read the sensor values. Therefore, the time lag cannot be reduced.
[0071]
From the above viewpoint, the engine output torque when calculating the output torque B before the shift may be calculated from the three-dimensional map and the speed ratio-torque coefficient map (corresponding to claim 1).
[Brief description of the drawings]
FIG. 1 is an overall system diagram of an automatic transmission according to a first embodiment.
FIG. 2 is a conceptual diagram illustrating a concept of shifting.
FIG. 3 is a flowchart illustrating a shift control according to the first embodiment.
FIG. 4 is a map showing a relationship between an engine speed, a throttle opening, and a torque according to the first embodiment.
FIG. 5 is a map showing a relationship between a speed ratio and a torque increase coefficient of the torque converter of the first embodiment.
FIG. 6 is a map showing a relationship between an operating oil pressure and a transmission torque according to the first embodiment.
FIG. 7 is a flowchart illustrating a target output torque calculation process in the first embodiment.
FIG. 8 is a map showing a torque phase subtraction angle and a torque phase time in the first embodiment.
FIG. 9 is a diagram showing a target torque waveform in the first embodiment.
FIG. 10 is a time chart illustrating an upshift in the first embodiment.
FIG. 11 is a flowchart illustrating a three-dimensional map correction process in the first embodiment.
FIG. 12 is a diagram illustrating a three-dimensional map when a three-dimensional map correction process is performed in the first embodiment.
FIG. 13 is a schematic diagram illustrating a three-dimensional map correction process in the first embodiment.
[Explanation of symbols]
3 Torque converter 4 Oil pump 5 Transmission output shaft 6a Control valve unit 6 Transmission mechanism 17 Torque sensor 50 Engine 61 Engine speed sensor 62 Turbine speed sensor 63 Inhibitor switch 64 Vehicle speed sensor 65 Throttle opening sensor 66 Engine water temperature sensor

Claims (4)

A shift control device for an automatic transmission, comprising: a shift mechanism for releasing a pre-shift engagement element and achieving a shift by fastening a post-shift engagement element; and a shift control means for outputting a shift command to the transmission mechanism. At
State quantity detection means for detecting a state quantity of the vehicle,
Actual output torque detecting means for detecting the output torque of the automatic transmission;
Pre-shift input torque estimating means for estimating the input torque to the automatic transmission before the shift based on the detected actual output torque,
A post-shift output torque estimation value calculating means for calculating a post-shift output torque of the automatic transmission based on the state quantity of the vehicle before the shift and the detected actual output torque;
Target output torque calculating means for calculating a target output torque in a shift process based on the detected actual output torque before shift and the estimated output torque after shift estimation,
An output torque control unit that feedback-controls a fastening pressure of a fastening element before a shift or a fastening element after a shift command so that the detected actual output torque matches the target output torque,
A shift control device for an automatic transmission, comprising: A shift control device for an automatic transmission, comprising: a shift mechanism for releasing a pre-shift engagement element and achieving a shift by fastening a post-shift engagement element; and a shift control means for outputting a shift command to the transmission mechanism. At
State quantity detection means for detecting a state quantity of the vehicle,
An engine torque map for estimating engine torque from engine torque data at a map point determined by the detected state quantity;
Input torque estimating means for estimating the input torque to the automatic transmission based on the estimated engine torque,
Actual output torque detecting means for detecting the output torque of the automatic transmission;
A post-shift input torque estimating means for estimating an input torque to the automatic transmission after the shift from the input torque estimating means based on the state quantity of the vehicle before the shift;
A post-shift output torque estimated value calculating means for calculating a post-shift output torque of the automatic transmission from the estimated post-shift input torque,
Target output torque calculating means for calculating a target output torque in a shift process based on the detected actual output torque before shift and the estimated output torque after shift estimation,
An output torque control unit that feedback-controls a fastening pressure of a fastening element before a shift or a fastening element after a shift command so that the detected actual output torque matches the target output torque,
A shift control device for an automatic transmission, comprising: The shift control device for an automatic transmission according to claim 1 or 2,
The automatic transmission includes a torque converter that amplifies the torque input from the engine,
The input torque estimating means, as means for estimating the input torque to the automatic transmission based on the estimated engine torque and the torque amplifying action of the torque converter,
The post-shift input torque estimating means calculates a post-shift state quantity from the pre-shift gear ratio, the post-shift gear ratio, and the pre-shift state quantity, and calculates the post-shift state quantity from the engine torque map based on the calculated post-shift state quantity. A shift control device for an automatic transmission, wherein the shift control device includes means for estimating an engine torque of the automatic transmission. The shift control device for an automatic transmission according to any one of claims 1 to 3,
The target output torque calculation means has an inertia phase target output torque calculation unit that calculates an inertia phase target output torque based on the actual output torque before shift and the post-shift output torque estimated value,
The actual output torque before the shift, the estimated output torque after the shift, the torque phase pulling angle and the torque phase time preset according to the actual output torque before the shift, and a shift from the target output torque value during the inertia phase. A shift control device for an automatic transmission, wherein the shift control device calculates a target output torque waveform in a process.

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