JP2004316575A - Shift control system for automatic transmission - Google Patents

Shift control system for automatic transmission Download PDF

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Publication number
JP2004316575A
JP2004316575A JP2003113130A JP2003113130A JP2004316575A JP 2004316575 A JP2004316575 A JP 2004316575A JP 2003113130 A JP2003113130 A JP 2003113130A JP 2003113130 A JP2003113130 A JP 2003113130A JP 2004316575 A JP2004316575 A JP 2004316575A
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Japan
Prior art keywords
gear ratio
shift
control
required
ignition timing
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
JP2003113130A
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Japanese (ja)
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JP4052169B2 (en
Inventor
Kenichiro Murakami
Hiroyuki Takenaka
賢一郎 村上
宏之 竹中
Original Assignee
Nissan Motor Co Ltd
日産自動車株式会社
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Priority to JP2003113130A priority Critical patent/JP4052169B2/en
Publication of JP2004316575A publication Critical patent/JP2004316575A/en
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Abstract

A control system capable of performing high-response and high-accuracy engine torque control for causing an effective gear ratio Gr to follow a target gear ratio Grt.
An engine torque control for causing an effective gear ratio Gr to follow a target gear ratio Grt during a first period t3 to t4 of a shift period in which a required effective gear ratio operation speed is high and a large torque control amount is required. The opening degree control (Ttvo) and the ignition timing control (Trtd) are performed in combination. On the other hand, in the last period t4 to t5 of a gear shift period in which fine adjustment of the effective gear ratio Gr is required and high-precision torque control is required. Engine torque control for causing the effective gear ratio Gr to follow the target gear ratio Grt is performed by ignition timing control (Trtd). Therefore, in the first half, the effective gear ratio Gr can be made to follow the target gear ratio Grt with the required response by using the throttle opening control and the ignition timing control together, and in the second half, the required high gear ratio is controlled by the ignition timing control. The effective gear ratio Gr can follow the target gear ratio Grt with high accuracy.
[Selection diagram] FIG.

Description

[0001]
TECHNICAL FIELD OF THE INVENTION
The present invention performs torque control of a power source during shifting by engagement of a shifting friction element to shift the effective gear ratio from the pre-shift gear ratio to the post-shift gear ratio while following the target gear ratio to prevent a shift shock. The present invention relates to a shift control device for an automatic transmission as described above.
[0002]
[Prior art]
Conventionally, as a technique for controlling the torque of an engine that is a power source during shifting of an automatic transmission, as disclosed in Patent Document 1, a technique of operating a throttle opening of an engine during shifting of an automatic transmission is known. It has been known.
[0003]
[Patent Document 1]
JP-A-9-229176
[Problems to be solved by the invention]
By the way, in the conventional torque control of the engine through the throttle opening control, the rate of change of the engine torque with respect to the change of the throttle opening is large, and a large torque control amount can be secured. Since the response delay of the change is relatively large, when trying to make the effective gear ratio follow the target gear ratio by engine torque control via the throttle opening control during gear shifting, the effective gear ratio is set with the required response. There is a problem that it is not possible to follow the gear ratio, and it is difficult to achieve the desired good shift feeling.
[0005]
According to the present invention, as a torque control technique during shifting, in addition to the technique based on the throttle opening control, an engine (power Source) ignition timing control, based on the fact that there is
An automatic transmission that enables the effective gear ratio to follow the target gear ratio with the required response by using both the throttle opening control and the ignition timing control, thereby realizing the desired good shift feeling. It is an object of the present invention to provide a shift control device.
[0006]
On the other hand, when trying to make the effective gear ratio follow the target gear ratio by torque control of the power source during shifting, the required effective gear ratio operating speed is high and a large amount of torque control is required in the first half of the shifting period. On the other hand, in the latter half of the gear shift period, delicate adjustment of the effective gear ratio is required, and high-precision torque control is required.
Based on the recognition of this fact, the present invention uses the shift opening torque control and the ignition timing control during shifting so as to match the different torque control characteristics in the first half and the second half of the shifting period, respectively. It is another object of the present invention to provide a shift control device for an automatic transmission in which a favorable shift feeling can be obtained over a wide range.
[0007]
[Means for Solving the Problems]
To achieve these objects, a shift control device for an automatic transmission according to the present invention has the following features.
An automatic transmission that controls the torque of the power source in order to move from the pre-shift gear ratio to the post-shift gear ratio while shifting the effective gear ratio to the target gear ratio during shifting by engaging the shifting friction element is assumed. ,
The shift period is divided into a first half and a second half. In the first half, the torque control of the power source is executed by using both the throttle opening control and the ignition timing control. In the second half, the torque control of the power source is performed by the power source. It is configured to be executed by ignition timing control.
[0008]
【The invention's effect】
According to the shift control device of the present invention, in the first half of the shift period in which the required effective gear ratio operation speed is high and a large torque control amount is required, the power source for causing the effective gear ratio to follow the target gear ratio is provided. The torque control is performed by using both throttle opening control and ignition timing control.On the other hand, in the latter half of the gear shift period when fine adjustment of the effective gear ratio is required and high-precision torque control is required, the effective gear ratio Since the torque control of the power source to follow the target gear ratio is performed by the ignition timing control of the power source,
In the first half of the shift period when high-response torque control is required, the effective gear ratio can follow the target gear ratio with the required response by using both the throttle opening control and the ignition timing control,
Also, in the latter half of the gear shift period when delicate torque control is required, the ignition timing control allows the effective gear ratio to follow the target gear ratio with the required high accuracy,
It is possible to realize a desired desired shift feeling over the entire shift period.
[0009]
BEST MODE FOR CARRYING OUT THE INVENTION
Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.
FIG. 1 shows a power train of a vehicle provided with a shift control device for an automatic transmission according to an embodiment of the present invention, together with a control system thereof. 1 is an engine (or an electric motor) as a power source. An automatic transmission including a continuously variable transmission forms a power train of a vehicle by tandem coupling of these.
The output of the engine 1 is adjusted by a throttle valve 4 whose opening increases from fully closed to fully opened as the accelerator pedal 3 is depressed in conjunction with an accelerator pedal 3 operated by the driver, and the engine output is automatically shifted through a torque converter T / C. It is assumed that the information is input to the device 2.
[0010]
Although the opening of the throttle valve 4 of the engine 1 is basically determined by the accelerator pedal 3, the opening can be controlled by the throttle actuator 5, thereby increasing or decreasing the engine output torque as described below to prevent a shift shock. To be able to do it.
The throttle opening degree control by the throttle actuator 5 is performed by the engine controller 6, and the engine controller 6 can adjust the engine output torque to cope with the shift shock by controlling the ignition timing of the engine 1.
[0011]
The engine controller 6 is not dedicated to the throttle opening control and the ignition timing control for the above-described shift shock countermeasure, but performs normal engine control such as fuel injection amount control. Inputs a signal from a throttle opening sensor 7 for detecting a throttle opening TVO of the throttle valve 4 and a signal from an engine rotation sensor 8 for detecting an engine speed Ne.
[0012]
The automatic transmission 2 is a linear motion that directly controls a hydraulic pressure to be supplied to a gearshift friction element such as a hydraulic clutch or a hydraulic brake that determines a power transmission path (gear stage) of a gear transmission system. Therefore, the hydraulic pressure duty solenoids 12, 13, 14 are provided in the control valve 11 for speed change control by the number of the friction elements for speed change.
These hydraulic hydraulic duty solenoids 12, 13, and 14 individually control the hydraulic pressures of the corresponding frictional elements by duty, and selectively engage the corresponding frictional elements, thereby setting the automatic transmission 2 to a predetermined gear position. Be ready to be in a selected state.
Then, the automatic transmission shifts and outputs the engine power at a gear ratio corresponding to the selected shift speed.
[0013]
The drive duties of the duty solenoids 12, 13, and 14 are determined by a transmission controller 15, which includes a throttle opening (TVO) signal from sensors 7, 8 via an engine controller 6 and an engine. In addition to inputting a rotation speed (Ne) signal, the engine controller 6 inputs a signal relating to actual engine torque (Te) obtained from internal information, and furthermore, an input rotation sensor for detecting an input rotation speed Ni of the automatic transmission 2. 16 and a signal from an output rotation sensor 17 for detecting the output rotation speed No of the automatic transmission 2.
[0014]
The transmission controller 15 executes a well-known control program (not shown) on the basis of the above-mentioned input information, and controls the automatic transmission 2 in the following manner.
First, from the vehicle speed VSP and the throttle opening TVO calculated from the transmission output rotational speed No, a shift speed suitable for the current operation state is determined based on a planned shift pattern not shown.
If the preferred gear and the currently selected gear are the same, the gearshift is not performed and no gearshift command is issued to maintain the drive duty of the duty solenoids 12, 13, and 14 as they are. , Maintain the current selected gear.
However, if the currently selected shift speed is different from the preferred shift speed, a shift command is issued to change the drive duty of the corresponding duty solenoids 12, 13, and 14, thereby shifting from the selected shift speed to the preferred shift speed. The frictional element for shifting is released and the engagement is switched.
[0015]
By the way, in the present embodiment, at the time of the shift, the engine torque control amount for preventing the shift shock is determined as shown in FIG. 3 by executing the control program shown in FIG.
Note that FIG. 3 shows that the hydraulic fluid Po of the disengagement-side friction element to be released upon shifting is reduced as shown in the drawing to change the friction element from the engaged state to the disengaged state, and that the engagement-side friction element to be engaged upon shifting is disengaged. The hydraulic pressure Pc is increased as shown in the figure to change the friction element from the disengaged state to the engaged state. By switching these friction elements, the high-side selected shift speed (third speed) is shifted to the low-side preferred shift speed (third speed). The following shows a downshift when shifting to the second speed).
[0016]
In the course of such shifting, the transmission controller 15 obtains an engine torque increase amount | Ttvo | by increasing the throttle opening and an engine torque feedback control amount | Trtd | by ignition timing control, as will be described in detail later. As described above, the output torque of the engine 1 is increased by the torque increase amount | Ttvo | and the feedback control amount | Trtd | during the speed change by the throttle opening control and / or the ignition timing control by the throttle actuator 5 as received by the engine controller 6. Shall be modified only.
[0017]
The control program of FIG. 2 shows processing by the transmission controller 15, and is assumed to be started at the instant t1 in FIG. 3 at which the above-mentioned shift command is issued.
First, in step S1, the inertia in which the effective gear ratio Gr (= Ni / No) represented by the ratio of the transmission input / output rotational speeds Ni and No changes from the pre-shift gear ratio G1 to the post-shift gear ratio G2. During the phase, a target output torque waveform that defines a time series change of the transmission output torque To to be targeted is selected.
Although not shown, the target output torque waveform is set as a combination of the target inertia phase time Δt1 and the target inertia phase torque Tos,
Based on the type of shift, the vehicle speed VSP, the throttle opening TVO, and the transmission input torque Ti (for the sake of convenience in the present specification, the transmission is treated as the same as the engine torque Te), the transmission output torque To is converted to the pre-shift output torque ( From Ti × G1) to the post-shift output torque (Ti × G2), it is determined in advance by an experiment or the like aiming at a place where it changes in a suitable manner as a measure against shift shock.
Next, in step S2, a target inertia phase time Δt1 and a target inertia phase torque Tos are set from the selected target output torque waveform.
[0018]
In step S3, the target gear ratio Gr during the inertia phase is calculated as follows.
First, a target engagement capacity Tdt (= Ti × α) in the inertia phase of the engagement-side friction element is calculated by multiplying the transmission input torque Ti by a constant α corresponding to the target inertia phase torque Tos. From the target engagement capacity Tdt and the above-described target inertia phase time Δt1, a target engine torque Tet in the inertia phase is calculated as follows.
That is, the rotational inertia coefficient I of the rotating portion on the engine side of the engagement side frictional element, the input rotational step ΔNi from the pre-shift value to the post-shift value of the transmission input rotation speed Ni, and the target engagement capacity Tdt in the inertia phase. And the target engine torque Tet in the inertia phase, I × ΔNi = Tdt−Tet
Is established, and the target engine torque Tet in the inertia phase is calculated using this equation.
Then, a waveform of the target engine torque Tet during the inertia phase is set from the target engine torque Tet and the target inertia phase time Δt1 in the inertia phase.
[0019]
Here, how to calculate the target gear ratio Grt will be described with respect to the calculation of the target gear ratio Grt1 when a certain time has elapsed from the start of the inertia phase.
The input rotation step ΔNi1 between the start of the inertia phase (the transmission input rotation speed at this time is assumed to be Ni1) and the target transmission input rotation speed Nit1 at the time when the above-mentioned certain time has elapsed is represented by the inertia phase From the target engagement capacity Tdt, the target engine torque Tet during the inertia phase, and the rotational inertia coefficient I,
ΔNi1 = (Tdt−Tet) / I
Can be calculated.
[0020]
Then, based on the transmission input rotation speed Ni1 at the start of the inertia phase and the input rotation speed difference ΔNi1, the target transmission input rotation speed Nit1 after the certain time has elapsed is Nit = Ni1−ΔNi1.
Can be obtained by
Next, the target gear ratio Grt1 (= Nit1 / No) can be obtained by dividing the target transmission input rotation speed Nit1 at the time when the certain time has elapsed by the transmission output rotation speed No at the same instant. .
By executing the above calculations one by one, the target gear ratio Grt during the inertia phase can be obtained as shown by the broken line in FIG.
[0021]
In the next step S4, as shown in FIG. 3, a timer value Ts1 for starting torque up and a timer value Ts2 for ending torque up starting from the gear shift command time t1 are set.
In step S5, it is determined whether or not the shift is completed. This determination is made based on whether or not the effective gear ratio Gr has constantly settled to the post-shift gear ratio or from the shift command instant t1. The shift end is checked based on whether or not the set time has elapsed.
If the shift is completed, the control is terminated. If the shift is not completed, the following shift control is executed.
[0022]
In step S6, whether the timer TM measuring the elapsed time from the shift command instant t1 has reached the timer value Ts1 for starting torque increase set in step S4 or whether the effective gear ratio Gr It is checked whether or not it has reached the instant t2 in FIG. 3 at which the engine torque for preventing the shift shock should be increased, based on whether or not the gear ratio Gs1 (not shown) for starting the upshift has been reached.
Until the instant t2, the control is returned to step S5, and the determination in steps S5 and S6 is continued. At the instant t2 when it is determined (instructed) that the torque increase should be started in step S6, the effective Based on the gear ratio Gr and the engagement capacity (operating hydraulic pressure) of the disengagement-side friction element, an engine torque increase amount Ttvo by throttle opening control required to prevent a shift shock is calculated as shown in FIG.
[0023]
Next, in step S8, an engine torque increase start command is issued by the throttle opening control, and in step S9, the engine torque increase amount Ttvo by the throttle opening control is transmitted to the engine controller 6.
The engine controller 6 receives the signal related to the engine torque increase amount Ttvo, and increases the throttle opening TVO so that the throttle actuator 5 can realize the torque increase.
[0024]
Thereafter, in step S10, it is determined whether or not the moment of inertia phase start indicated by t3 in FIG. 3 has been reached, based on whether or not the effective gear ratio Gr is equal to or greater than the inertia phase start determination gear ratio. Iteratively, after the start of the inertia phase, it is determined in step S11 whether or not the moment of inertia phase indicated by t5 in FIG. 3 has been reached.
During the inertia phase in which it is determined in step S11 that the inertia phase has not ended, in step S12, the timer TM measuring the elapsed time from the shift command instant t1 is replaced by the timer for ending the torque increase set in step S4. A diagram for ending the engine torque increase for shift shock prevention depending on whether or not the value has reached the value Ts2 or whether or not the effective gear ratio Gr has reached the set gear ratio Gs2 (not shown) for ending the torque increase. It is checked whether or not the instant t4 of 3 has been reached.
[0025]
After the instant t3 at which the inertia phase is determined to be started at step S10, while it is determined at step S11 that the inertia phase is being performed, at step S12, when it is determined that the instant t4 at which the engine torque increase for preventing the shift shock should be ended has not reached t4, In the case where it is determined by the direct selection in S13 that the moment t4 at which the engine torque increase for preventing the shift shock is to be ended is reached in step S12, the above target is selected by the selection in step S13 after the selection in step S14. An engine torque feedback control amount Trtd by ignition timing control for calculating (Gr = Grt) according to the gear ratio deviation ΔGr of the execution gear ratio Gr with respect to the gear ratio Grt is calculated.
[0026]
Next, in step S15, the engine torque feedback control amount | Trtd | by the ignition timing control is transmitted to the engine controller 6.
The engine controller 6 receives the signal related to the engine torque feedback control amount Trtd, and adjusts the ignition timing of the engine 1 so that the engine torque feedback control amount is realized.
Also in step S12, when it is determined that the moment t4 to end the engine torque increase for preventing the shift shock has come, the processing in steps S13 and S15 is continued as described above, and the execution gear ratio Gr becomes the target gear ratio Grt. The engine torque feedback control by the following ignition timing control is continued. If it is determined that the instant t4 has been reached, the engine torque increase amount Ttvo by the throttle opening control is set to 0 in step S14. This is transmitted to the engine controller 6 to terminate the torque increase of the engine by the throttle opening control as shown in FIG.
[0027]
When it is determined in step S11 that the moment of inertia phase end indicated by t5 in FIG. 3 has been reached, in step S16, a process similar to that in step S13 is performed according to the gear ratio deviation ΔGr of the effective gear ratio Gr with respect to the target gear ratio Grt. The engine torque feedback control amount Trtd by the ignition timing control for setting (Gr = Grt) is calculated.
Next, in step S17, the engine torque feedback control amount | Trtd | by the ignition timing control is transmitted to the engine controller 6.
The engine controller 6 receives the signal related to the engine torque feedback control amount Trtd, and adjusts the ignition timing of the engine 1 so that the engine torque feedback control amount is realized.
After execution of step S17, control is returned to step S5, and the above loop is repeated.
[0028]
By the way, according to the present embodiment, the effective gear ratio Gr is made to follow the target gear ratio Grt in the first half period t3 to t4 of the shift period in which the required effective gear ratio operation speed is high and a large torque control amount is required. The engine torque control is performed by using both the throttle opening control (Ttvo) and the ignition timing control (Trtd) (steps S9 and S13). On the other hand, a delicate adjustment of the effective gear ratio Gr is required, and a high-precision torque control is performed. Since the engine torque control for causing the effective gear ratio Gr to follow the target gear ratio Grt is performed by the ignition timing control (Trtd) in the later period t4 to t5 of the required shift period (steps S14 and S13),
In the first half of the shift period in which high response torque control is required, the effective gear ratio Gr can follow the target gear ratio Grt with the required response by using both the throttle opening control and the ignition timing control. The shift time, which was shown as β in FIG. 3, can be shortened as shown as γ,
Further, in the latter half of the shift period in which delicate torque control is required, the effective gear ratio Gr can follow the target gear ratio Grt with the required high accuracy by the ignition timing control,
It is possible to realize a desired desired shift feeling over the entire shift period.
[0029]
Note that the above-described operation and effect can be achieved by setting a boundary t4 between the first half period t3 to t4 of the shift period and the second half period t4 to t5 of the shift period as a period during which the required effective gear ratio operation speed is high and a large torque control amount is required. Of course, this can be most remarkably achieved by setting a boundary between a period in which delicate adjustment of the effective gear ratio is required and a highly accurate torque control.
[0030]
According to the present embodiment, further, during the transition to the full engagement of the engagement-side friction element as shown in FIG. 3, which is executed at the instant t5 when the effective gear ratio Gr matches the post-gear gear ratio Grt, the effective gear ratio Grt is In accordance with the deviation ΔGr of the gear ratio Gr, the ignition timing control of the engine is executed after the instant t5 after the last period t4 to t5 of the shift period so that the deviation disappears and the effective gear ratio Gr matches the target gear ratio Grt. For this reason (steps S16 and S17), it is possible to eliminate the engine idling phenomenon that may occur after the instant t5.
[Brief description of the drawings]
FIG. 1 is a system diagram showing a power train of a vehicle including a shift control device for an automatic transmission according to an embodiment of the present invention, together with a control system thereof.
FIG. 2 is a flowchart showing a shift control program to be executed by the transmission controller in the embodiment, together with an engine torque control program executed by the engine controller for shift control.
FIG. 3 is a time chart showing a shift control operation in the embodiment.
[Explanation of symbols]
DESCRIPTION OF SYMBOLS 1 Engine 2 Automatic transmission 3 Accelerator 4 Throttle valve 5 Throttle actuator 6 Engine controller 7 Throttle opening sensor 8 Engine rotation sensor 11 Control valve 12 Duty solenoid 13 Duty solenoid 14 Duty solenoid 15 Transmission controller 16 Transmission input rotation sensor 17 Transmission output rotation sensor

Claims (3)

  1. During shifting by engaging the shifting friction element, the effective gear ratio represented by the ratio of the transmission input rotation speed to the transmission output rotation speed is shifted from the pre-shift gear ratio to the post-shift gear ratio while following the target gear ratio. Therefore, in an automatic transmission that controls the torque of the power source,
    The shift period is divided into a first half and a second half.In the first half, the torque control of the power source is performed by using both the throttle opening control and the ignition timing control, and in the second half, the torque control of the power source is performed by the power source. A shift control device for an automatic transmission, wherein the shift control device is configured to be executed by ignition timing control.
  2. 2. The shift control device according to claim 1, wherein a boundary between the first half and the second half of the shift period is defined by a period in which a required effective gear ratio operation speed is high and a large torque control amount is required, and a delicate effective gear ratio. A shift control device for an automatic transmission, wherein the shift is a boundary between a period in which adjustment is required and a highly accurate torque control is required.
  3. 3. The shift control device according to claim 1, wherein a shift of the effective gear ratio to the target gear ratio is performed during a shift to the full engagement of the speed change friction element that is performed when the effective gear ratio matches the post-shift gear ratio. 4. A shift control device for an automatic transmission, characterized in that the ignition timing control of the power source is executed subsequently to the latter period so that the difference is eliminated according to the difference.
JP2003113130A 2003-04-17 2003-04-17 Shift control device for automatic transmission Expired - Fee Related JP4052169B2 (en)

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Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR100823068B1 (en) 2005-11-22 2008-04-18 도요다 지도샤 가부시끼가이샤 Shift control device of vehicular automatic transmission
JP2009052563A (en) * 2008-10-24 2009-03-12 Toyota Motor Corp Vehicle control device
KR100901677B1 (en) * 2006-08-10 2009-06-08 도요타 지도샤(주) Control apparatus for vehicle and method of controlling vehicle
US7780570B2 (en) 2006-12-15 2010-08-24 Toyota Jidosha Kabushiki Kaisha Apparatus for and method of controlling power train, and storage medium storing program for implementing the method

Cited By (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR100823068B1 (en) 2005-11-22 2008-04-18 도요다 지도샤 가부시끼가이샤 Shift control device of vehicular automatic transmission
US7740559B2 (en) 2005-11-22 2010-06-22 Toyota Jidosha Kabushiki Kaisha Shift control device of vehicular automatic transmission
KR100901677B1 (en) * 2006-08-10 2009-06-08 도요타 지도샤(주) Control apparatus for vehicle and method of controlling vehicle
US7894969B2 (en) 2006-08-10 2011-02-22 Toyota Jidosha Kabushiki Kaisha Control apparatus for vehicle and method of controlling vehicle
US7780570B2 (en) 2006-12-15 2010-08-24 Toyota Jidosha Kabushiki Kaisha Apparatus for and method of controlling power train, and storage medium storing program for implementing the method
JP2009052563A (en) * 2008-10-24 2009-03-12 Toyota Motor Corp Vehicle control device

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