JP2005106244A - Shift controller for automatic transmission - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To meet expectations of a driver by performing shift control based on the driver's travel history and the traveling environment. <P>SOLUTION: A control unit 1 for controlling the shift ratio of the automatic transmission based on the operating state of a vehicle calculates the travel history of travel on curves and winding roads, changes a target gear shift time based on the travel history, and performs shift control at gear shift to match the target gear shift time. <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

  The present invention relates to an improvement in a shift control device for an automatic transmission used in a vehicle or the like.

2. Description of the Related Art In automatic transmissions for vehicles, a device that performs a shift by a frictional engagement element that selectively locks or rotates the rotation elements of a plurality of planetary gear mechanisms is widely used. In this type of speed change control device, a control target (an input shaft rotation change rate or a target speed change ratio (gear ratio)) is set so that the speed change shock is good based on throttle opening and engine load information, and the friction engagement element There is known a method of determining a shift time from the input shaft rotation speed before and after the shift and the average input shaft rotation change rate during the shift by feeding back the control pressure (Patent Document 1).
JP-A-11-511166

  However, in the above conventional example, the shift time is determined based on the relationship between the throttle opening (or engine load information) and the vehicle speed, so that the winding road (the road on which the curve continues) or the like (mountain road or other continuous corners) When driving with a large acceleration / deceleration on a traveling road), the driver may expect a shorter shift time than a good shift shock in normal driving conditions. In the release upshift that releases the accelerator pedal and releases the upshift, the driver expects a quick upshift, whereas the shift time is the same as in the normal driving state so as to suppress the shift shock. Because it is set, there was a problem that it could not meet the driver's expectations.

  Accordingly, 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 that can meet the expectation of the driver by performing the shift control based on the driving history of the driver. To do.

    According to the present invention, the shift control means for controlling the gear ratio of the automatic transmission based on the driving state of the vehicle determines the driving state when traveling on a curve or a winding road, and based on the determination result of the driving state, The shift time is changed, and the shift control is performed so that the target shift time is reached during the shift.

  Therefore, according to the present invention, it is possible to variably control the shift time based on the determination result of the driving state (for example, the history of driving operation) and provide a shift feeling according to the driving intention or taste of the driver. It is possible to automatically detect and switch between a scene that performs a quicker shift than a shift shock and a scene that suppresses the shock by a gradual shift, thereby providing an automatic transmission with less discomfort. .

  Hereinafter, an embodiment of the present invention will be described with reference to the accompanying drawings.

  FIG. 1 shows a vehicle equipped with a control unit 1 that connects an automatic transmission 2 having a torque converter 11 to an engine 10 and controls the automatic transmission 2 so as to obtain a gear ratio according to a driving state. An example of application is shown.

  The control unit 1 includes an input shaft rotational speed Nt from the input shaft rotational speed sensor 4, an output shaft rotational speed No (vehicle speed VSP) from the output shaft rotational speed sensor 5, and an accelerator depression amount APO from the accelerator opening sensor 6 ( Or, the throttle opening), a select signal from a range selection lever or an inhibitor switch (not shown) for switching the shift range of the automatic transmission 2, the left and right wheel speeds Vwl and Vwr detected by the wheel speed sensor 8, and the brake switch 7 The brake signal, the engine rotational speed Ne from the crank angle sensor 9 and the like are input as operating states, and the hydraulic control of the automatic transmission 2 is performed so that the target gear ratio (speed stage) calculated based on these operating states is obtained. The apparatus 3 is controlled. The wheel speed sensor 8 detects the left wheel speed Vwl and the right wheel speed Vwr. The vehicle speed VSP is a value obtained by multiplying the output shaft rotational speed No detected by the output shaft rotational speed sensor 5 by a predetermined constant, and is calculated by the control unit 1.

  The control unit 1 controls the fuel injection amount and ignition timing of the engine 10 based on the accelerator depression amount APO and the like.

  The hydraulic control device 3 of the automatic transmission 2 controls hydraulic pressure to a frictional engagement element that selectively switches a power transmission path composed of rotating elements such as a planetary gear mechanism. It consists of a clutch and a brake.

  The hydraulic control device 3 includes, for example, a solenoid valve or the like, and changes the hydraulic pressure (for example, line pressure) based on a hydraulic control signal such as a duty signal from the control unit 1 so that the friction engagement element is engaged or disengaged. It is released and gear shifting is performed.

  The control unit 1 obtains a target input shaft rotational speed tNt according to the driving state when shifting, and a first stage of shifting (so-called torque phase) in which the load of the disengagement side frictional engagement element is reduced to zero; In the second stage (so-called inertia phase) after the start of the change to the target gear ratio, the engagement capacity (maximum transmission torque according to the hydraulic pressure) of the engagement side friction engagement element changes according to the accelerator depression amount APS, etc. Then, control is performed so that the actual input shaft rotational speed Nt matches the target input shaft rotational speed tNt.

  Here, the control unit 1 obtains a driving tendency index corresponding to the driving history of the driver by the control shown in FIG. 2 in order to correct the shift time. Note that FIG. 2 is executed every predetermined time (for example, several tens of milliseconds).

  First, in step S1, acceleration / deceleration g is obtained as in a subroutine of FIG. 3 described later, and an acceleration / deceleration running frequency index g2 is obtained by a coefficient 1 set in advance for each vehicle speed VSP.

  Next, in step S2, the bending degree L of the running road is detected as in a subroutine shown in FIG. This road bending degree L is based on the curvature of the road, and is detected from the difference between the left and right wheel speeds Vwl and Vwr here. Note that, in a vehicle having a car navigation system, the curvature of a running road may be obtained based on detected position information and map information.

In step S3, after setting the weighting factors of coefficient 4 and coefficient 5, from the acceleration / deceleration running frequency index g2 obtained in step S1 and the road bending degree L obtained in step S2,
k = coefficient 4 × acceleration / deceleration travel frequency index g2 + coefficient 5 × road bending degree L
Further, the driving tendency index k is calculated. The driving tendency index k is a value indicating a driving history (driving state history) obtained from acceleration / deceleration during curve driving. Here, the coefficient 4 for weighting is set to a predetermined value (for example, 0.6), and the coefficient 5 is
Coefficient 5 = 1-Coefficient 4
For example, it is set to 0.4.

  In step S4, the driving tendency index k is corrected so as to be within a predetermined upper limit value and lower limit value, and the process ends.

  Next, the calculation of the acceleration / deceleration running frequency index g2 performed in step S1 will be described in detail with reference to the subroutine of FIG.

First, in step S11, the longitudinal acceleration / deceleration g of the vehicle is calculated from the output of the wheel speed sensor 8, and in step S12, the vehicle speed VSP is read, and the absolute value of the acceleration / deceleration g is obtained from the map of FIG. The acceleration / deceleration index g1 is calculated by multiplying the coefficient 1.
g1 = | g | × factor 1
The coefficient 1 in FIG. 5 is obtained by setting the coefficient 1 to the vehicle speed VSP in advance. In the low vehicle speed (for example, less than 40 Km / h) and high vehicle speed (for example, 80 Km / h or more), the coefficient 1 corresponds to the increase in the vehicle speed VSP. The coefficient 1 is also set so as to increase, and is set so as to be substantially constant in other regions. In FIG. 5, the coefficient 1 is set to slightly decrease in the region where the vehicle speed VSP = 60 to 80 km / h.

In step S13, the accelerator depression amount APO of the accelerator opening sensor 6, the brake signal of the brake switch 7, the vehicle speed VSP, and the acceleration / deceleration g of step S11 are read, and a coefficient 2 is obtained from the map shown in FIG. The acceleration / deceleration running frequency index g2 is calculated from the equation.
g2 = g2 _-1 + Factor 2 × (g1-g1 _-1)
However, g2 ₋₁ is the acceleration / deceleration running frequency index value obtained in the previous control cycle, and g1 ₋₁ is the acceleration / deceleration index value obtained in the previous control cycle.

  In the map of FIG. 6, a coefficient 2 is set in advance from the relationship between the acceleration / deceleration g and the vehicle speed VSP with respect to ON / OFF of the brake signal and the accelerator depression amount APO.

  Next, the calculation of the road bending degree L performed in step S2 will be described in detail with reference to the subroutine of FIG.

  First, in step S21, the left wheel speed Vwl and the right wheel speed Vwr are detected from the output of the wheel speed sensor 8.

In step S22, the vehicle speed VSP is read and the coefficient 3 corresponding to the vehicle speed VSP is obtained from the map of FIG.
L = | Vwl−Vwr | × factor 3
Calculate more. That is, the road bending degree L is obtained as a value obtained by multiplying the absolute value of the difference between the left and right wheel speeds corresponding to the curvature of the road by the coefficient 3.

  Note that the map of FIG. 7 is set so that the coefficient 3 increases as the vehicle speed VSP increases until the vehicle speed VSP reaches a predetermined high speed range (for example, 80 km / h or more). It is fixed at a predetermined value.

  2 to 4, the driving tendency index k is obtained as the driving history based on the acceleration / deceleration operation based on the driver's accelerator and brake operation and the degree of bending of the road. The driving tendency index k increases in a sports driving state (a driving state in which acceleration / deceleration is large and a corner or curve passing speed is high), and conversely, a loose driving state (constant speed, stop, corner or curve). It decreases in a driving state where the passing speed is low.

  The control unit 1 corrects the target input shaft rotational speed tNt based on the driving tendency index k in the inertia phase during shifting, and in other words, the optimal shifting time according to the driving history and road conditions of the driver, in other words, driving. The shift is performed so that the shift time meets the expectations of the user.

  The flowchart of FIG. 8 shows a hydraulic control process of the engagement side frictional engagement element in the inertia phase during the shift by the control unit 1, and this process is executed when the inertia phase during the shift is detected. .

  The hydraulic control of the release side frictional engagement element during the shift or the hydraulic control of the engagement side frictional engagement element in the torque phase may be performed by the control unit 1 in the same manner as in the conventional example. Here, in the inertia phase, Since the present invention is applied to the hydraulic control on the fastening side, description of other hydraulic control processing is omitted.

  Here, the detection of the inertia phase is to detect the start of the inertia phase, which is the second stage of the above-described shift, and the transmission input shaft detected by the input shaft rotational speed sensor 4 at the start of the inertia phase. If the rotation speed Nt is an upshift, it starts to decrease rapidly. For this reason, it is determined that the inertia phase has started when such an inflection point of the rotational speed change is detected.

  In step S31, the flag F indicating the start of the inertia phase is set to 1, and then in step S32, the amount of change in the accelerator depression amount during the shift time is determined based on the detected value of the accelerator depression amount APO from the accelerator opening sensor 6. Find ΔAPO.

  Next, in step S33, the accelerator depression amount change amount ΔAPO is compared with a preset accelerator depression amount change amount ΔAPO1. If the calculated accelerator depression amount change amount ΔAPO is equal to or greater than the threshold value ΔAPO1, the control is terminated. If the accelerator depression amount variation amount ΔAPO is less than the threshold value ΔAPO1, the process proceeds to step S34.

  In step S34, the actual input shaft rotational speed Nt detected by the input shaft rotational speed sensor 4 is read. Next, in step S35, it is determined whether or not the flag F is set to 1, and the flag F = 1. If there is, the process proceeds to step S36, and if F = 0, the process proceeds to step S38.

  In step S36 when the flag F = 1, since it is immediately after entering the inertia phase, the input shaft rotation speed Nt is detected and stored as an initial value in a storage means (not shown).

  Thereafter, the process proceeds to step S37, the flag F is reset to 0, and then the process returns to step S32 to perform subsequent control.

  In step S38 when the flag F = 0, the initial value of the input shaft rotational speed Nt has already been stored, so the routine proceeds to step S38 and engine load information is detected. As the engine load information, an accelerator depression amount change amount ΔAPO and an output from an engine load detecting means (not shown) are read.

  Next, in step S39, an ideal change rate (that is, inclination) of the input shaft rotation speed Nt is obtained from the map shown in FIG. 9 based on the engine load as described above. Here, a plurality of maps in FIG. 9 are registered in advance for each gear stage (or gear ratio), and the corresponding map is selected according to the gear stage, and the engine load obtained at that time is selected from this map. The change rate of the input shaft rotation speed Nt according to the information is read.

In the next step S40, the driving tendency index k obtained by the processing of FIGS. 2 to 4 is read, and a coefficient 6 is obtained from the map of FIG. 10 based on the driving tendency index k. In step S41, the rate of change is multiplied by a coefficient of 6,
Change rate R = Change rate × Coefficient 6
Thus, the corrected rate of change R is calculated. Note that the map of FIG. 10 is set to gradually increase when the driving tendency index k exceeds a predetermined value (for example, 0.4), and to be a constant value below the predetermined value.

  Next, in step S42, the target input shaft rotational speed tNt is obtained from the corrected change rate R and the initial value of the input shaft rotational speed Nt stored in step S36.

In step S43, a deviation e for feedback control is calculated from the actual input shaft rotational speed Nt read in step S34 and the target input shaft rotational speed tNt calculated in step S42.
e = Nt-tNt
Ask more.

  Next, in step S44, a hydraulic pressure control signal (for example, duty ratio) is output to the hydraulic pressure control device 3 so that the deviation e obtained in step S43 approaches zero.

  In step S45, it is determined whether or not the inertia phase has ended. If the inertia phase has ended, the process ends. If the inertia phase has not ended, the process returns to step S32 to repeat the above process in a predetermined cycle.

  By the above control, it increases when the sport running state (running state where acceleration / deceleration is large and curve passing speed is high), and conversely, in a loose driving state (running state where constant speed, stop, curve passing speed is low) Since the change rate R of the input shaft rotational speed Nt is corrected by the decreasing driving tendency index k, the change rate R is large in the sport running state, and the change rate R is small in the relaxed driving state. .

  As a result, the driving tendency index k increases beyond the predetermined value from the map of FIG. 10 in the sports driving state where the driving history is high and the driving history is driving on a road with a high degree of flexion. The rate R also increases. Therefore, the speed of change of the input shaft rotation speed Nt in the inertia phase (that is, the shift speed) is increased, the shift time is shortened, and a shift that is faster than the shift shock can be realized.

  On the other hand, in a relaxed driving state, the driving tendency index k is less than or equal to a predetermined value from the map of FIG. 10 and the rate of change R is fixed to a constant value, so the changing speed of the input shaft rotational speed Nt in the inertia phase is Although the shift time is reduced and the shift time is increased, it is possible to perform a smooth shift with suppressed shift shock.

  In this way, the shift time can be varied by correcting the shift control parameter (in this case, the rate of change R of the input shaft rotation speed Nt) with the driving tendency index k based on the history of driving operations and the degree of bending of the running road. It is possible to control and provide a shift feeling according to the driver's driving intention or taste, and automatically detect scenes that shift faster than shift shocks and scenes that suppress shocks by slow shifts. Therefore, it is possible to provide an automatic transmission with less discomfort.

  11 and 12 show the second embodiment, in which the hydraulic pressure of the frictional engagement element on the engagement side of the inertia phase is corrected using the driving tendency index k of the first embodiment, and the shift time is variably controlled. Other configurations are the same as those of the first embodiment.

FIG. 11 shows the hydraulic pressure command value Pc of the engagement side frictional engagement element in the first half of the inertia phase (inertia phase 1 in the figure) from the start of the inertia phase (T2 in the figure) during the inertia phase period shown in FIG. 6 is a flowchart showing an example of control of a hydraulic pressure command value Po of the disengagement side frictional engagement element, as in the first embodiment, an inertia phase. It is executed when it is determined that

  In step S51, the flag F1 is set to 1 to indicate that the inertia phase has just started. Next, if the step S52 for checking the flag F1 is immediately after the start of the inertia phase, the process proceeds to steps S53 to S59.

  The loop including steps S53 to S59 is executed only once because the flag F1 is reset to 0 in step S59.

  In the loop of steps S53 to S59, first, in step S53, the timer TM is reset to 0 so that the elapsed time from the start of the inertia phase in FIG. 12 (T2 in the figure) can be measured.

  Next, in step S54, the input torque to the transmission is calculated. The input torque is calculated by calculating the speed ratio (Nt / Ne) of the torque converter 11 from the engine rotational speed Ne, the input shaft rotational speed Nt, and further calculating the torque ratio and the torque capacity coefficient from the characteristic diagram (not shown) of the torque converter. The torque torque T / C output torque (transmission input torque) is calculated by multiplying the torque ratio and the torque capacity coefficient.

  In step S55, a constant shelf pressure Pc1 of the hydraulic pressure command value Pc of the engagement side frictional engagement element corresponding to the transmission input torque is retrieved from a map (not shown).

In the next step S56, the driving tendency index k obtained by the processing of FIGS. 2 to 4 is read, and the coefficient 7 is obtained from the map of FIG. 13 based on the driving tendency index k. In step S57, the shelf pressure Pc1 is multiplied by a coefficient 7,
Shelf pressure Pc1 ′ = shelf pressure Pc1 × factor 7
Thus, the corrected shelf pressure Pc1 ′ is calculated. Note that the map of FIG. 10 is set to gradually increase when the driving tendency index k exceeds a predetermined value (for example, 0.4), and to be a constant value below the predetermined value.

  After obtaining the shelf pressure Pc1 ', in step S58, the feedback control start speed ratio g2 corresponding to the speed stage (speed ratio) is searched from a map (not shown).

  In step S59, the flag F1 is reset to 0 as described above.

  Thereafter, the control proceeds to step S60 based on the determination in step S52 by resetting the flag F1. In step S60, the timer TM is incremented to advance by the calculation cycle ΔT of the control program, and the elapsed time from the start of the inertia phase shown in FIG. 12 is measured.

  In the next step S61, the hydraulic pressure command value Pc of the engagement side frictional engagement element is retrieved in step S55 and set to the constant shelf pressure Pc1 ′ corrected in step S57, and the hydraulic pressure command value of the release side frictional engagement element is set. Set Po to 0.

  In step S62, it is determined whether or not the transmission gear ratio gr has reached the feedback control start transmission gear ratio gr2 in step S58. If not, the loop of steps S52, S60, and S61 is performed. repeat. Thus, as shown in FIG. 12, the hydraulic pressure command value Pc of the engagement side frictional engagement element is corrected by the driving tendency index k from the inertia phase start time T2 until the transmission gear ratio gr reaches the feedback control start transmission gear ratio gr2. The constant shelf pressure Pc1 ′ is maintained, and the hydraulic pressure command value Po of the disengagement side frictional engagement element is maintained at 0 to be in the disengaged state.

  After the gear ratio gr reaches the feedback control start gear ratio gr2 from the inertia phase start time T2, the control proceeds to step S41, where the timer TM when the gear ratio gr = gr2 is reached as shown in FIG. The value is stored in the inertia phase initial time ΔTf, and the control of the first half (first half) of the inertia phase is terminated.

  Thereafter, the control shifts to the control of the latter half of the inertia phase (inertia phase 2 in FIG. 12) to be described later, and the hydraulic pressure command value Pc of the engagement side frictional engagement element that causes the actual transmission gear ratio gr to follow the target transmission gear ratio is calculated by feedback control. And the shift to the target shift stage is completed at time T4 in FIG.

  With the above control, the driving tendency index k increases beyond a predetermined value (for example, 0.4) from the map of FIG. 13 in the sports driving state where the driving history is high and the vehicle is driving on the road with a high degree of flexion. Therefore, the corrected change rate R is also increased. Therefore, as shown in FIG. 12, the shelf pressure Pc1 ′ in the first half of the inertia phase is higher than the normal shelf pressure Pc1, and the fastening force of the frictional engagement element on the fastening side increases, so that the actual gear ratio gr The time ΔTf = T3−T2 to reach the feedback start transmission gear ratio gr2 can be shortened, the shift time can be shortened, and a shift faster than the shift shock can be realized. Note that the shift from the normal shelf pressure Pc1 requires time from T2 ′ to T3 ′ in FIG. 12, but the time required for the first half of the torque phase is illustrated by using the shelf pressure Pc1 ′ corrected by the driving tendency index k. It can be shortened from T2 to ΔTf of T3.

  On the other hand, in a relaxed driving state, the driving tendency index k is not more than a predetermined value from the map of FIG. 13, and the shelf pressure Pc1 ′ is equal to the normal shelf pressure Pc1, so the time required for the first half of the inertia phase is as shown in FIG. From T2 ′ to T3 ′, the shift time increases, but it is possible to perform a smooth shift while suppressing a shift shock.

  In this way, by correcting the shelf pressure Pc1 ′ in the first half of the inertia phase with the driving tendency index k based on the driving history and the degree of flexion of the running road, a shift feeling according to the driving intention or taste of the driver is obtained. Automatic transmission that can automatically detect and switch between a scene that shifts faster than a shift shock and a scene that suppresses the shock by a gradual shift. Can be provided.

  As shown in FIG. 12, the change rate (increase rate) of the hydraulic pressure command value Pc in the torque phase may be corrected by the driving tendency index k in accordance with the correction of the shelf pressure Pc1 ′ in the first half of the inertia phase. In this case, the torque phase period (time T1 to T2) can be shortened as indicated by the solid line in the figure, and the gearshift time can be further shortened to enable rapid gearshift.

In the above description, the shelf pressure Pc1 is multiplied by the coefficient obtained from the driving tendency index k. However, as shown in FIG. 14, the correction amount 1 of the hydraulic pressure command value Pc corresponding to the driving tendency index k is obtained.
Hydraulic pressure command value Pc = Pc + correction amount 1
The same effects as described above can be obtained.

  Next, control of the latter half (late stage) of the inertia phase will be described with reference to the flowchart of FIG. 15 and the graph of FIG.

  In the control in the latter half of the inertia phase, first, the timer TM of FIG. 11 is incremented in step S71, and the elapsed time from the inertia phase start time T2 is continuously measured.

In step S72, the inertia phase initial time ΔTf from the start of the inertia phase until the transmission gear ratio gr becomes the feedback control start transmission gear ratio gr2. A target speed ratio f (t) for feedback control of the hydraulic pressure command value Pc of the engagement side frictional engagement element performed in the latter half of the inertia phase is calculated from the changing tendency of the speed ratio gr in the middle.

The calculation of the target speed ratio f (t) is performed by the inertia phase start speed ratio g1, the inertia phase late start speed ratio gr2 (= feedback control start speed ratio gr2), and the post-shift speed ratio g3 corresponding to the shifting speed stage. And inertia phase initial time ΔTf And
f (t) = at ² + bt + c
However,
a = (g1-gr2) ² / {4 (gr2-g3 ) ΔTf ² }
b = {gr2 ² −g1 ² +2 g3 (G1-gr2)} / {2 (gr2-g3 ) ΔTf }
c = g1 + (g1-gr2 ) 2/4 (gr2-g3 )
The target gear ratio f (t) is obtained by the following calculation.

  As shown in FIG. 12, the target speed ratio f (t) obtained by this calculation changes so as to be a smooth secondary curve from the inertia phase late start speed ratio gr2 to the speed change speed ratio g3.

In step S73, the actual gear ratio gr is
gr = Nt / No
In step S74, a hydraulic pressure command value Pc of the engagement side frictional engagement element that causes the actual transmission gear ratio gr to follow the target transmission gear ratio f (t) is obtained by feedback control, and this hydraulic pressure command value Pc is obtained. A corresponding duty signal is output to the hydraulic control device 3.

  The loop including the above steps S71 to S74 continues until the end of the shift in which it is determined in step S75 that the actual gear ratio gr has reached the post-shift gear ratio g3, and as shown in FIG. During the latter half of the inertia phase from T3 in the figure to T4 in the figure, the actual gear ratio gr can follow the target gear ratio f (t) and smoothly reach the post-shift gear ratio g3. .

  When it is determined in step S75 that the shift has been completed, the value of the timer TM at the end of the shift is stored as the inertia phase time TMif in step S76, and in step S77, the engagement side hydraulic pressure command value Pc is the original pressure. At the same time, the engagement side frictional engagement element is completely engaged by instructing to change to PL, and at the same time, the release side hydraulic pressure command value Po is continuously set to 0 to release the release side frictional engagement element.

  Thereafter, in steps S78 to S83, as described below, the constant shelf pressure Pc1 for each transmission input torque used in FIG. 11 is learned based on the inertia phase time TMif and the driving tendency index k stored in step S76. To do.

In step S78, the driving tendency index k obtained by the processing of FIGS. 2 to 4 is read, and a coefficient 8 is obtained from the map of FIG. 16 based on the driving tendency index k. In step S79, the inertia phase time setting value TMifs indicating the target value (or reference value) of the shift time is multiplied by a coefficient 8,
Inertia phase time set value TMifs = TMifs x coefficient 8
Thus, the inertia phase time set value TMifs is corrected according to the magnitude of the driving tendency index k. The inertia phase time setting value TMifs is set in advance with a predetermined value. In the map of FIG. 16, when the driving tendency index k exceeds a first predetermined value (for example, 0.4), the coefficient 8 decreases, and further exceeds the second predetermined value (for example, 0.6). Then, it is fixed to a constant value (for example, 0.2) smaller than usual. On the other hand, when the driving tendency index k is equal to or less than the first predetermined value, the driving tendency index k is set to be a constant value (for example, 1) used for normal driving. In other words, the coefficient 8 becomes small in a sport driving state where the driving tendency index k increases, so that the inertia phase time set value TMifs is set shorter than in the normal driving state, and accordingly, the shift time is set to be shortened. The

Next, in step S80, a coefficient 9 is obtained based on the driving tendency index k from the map of FIG. In step S81, the correction amount ΔPc1 for learning and correcting the constant shelf pressure Pc1 is multiplied by a coefficient 9,
Correction amount ΔPc1 = ΔPc1 × coefficient 9
Thus, the correction amount ΔPc1 of the constant shelf pressure Pc1 is corrected according to the driving tendency index k. Note that the map of FIG. 17 is set to gradually increase when the driving tendency index k exceeds a predetermined value (for example, 0.4), and to be a constant value below the predetermined value. Therefore, when the driving tendency index k increases, the correction amount ΔPc1 also increases, the correction amount per learning correction increases, the constant shelf pressure Pc1 used at the next shift increases, and a rapid shift is performed. It is corrected.

  Thus, after correcting the inertia phase time set value TMifs, which is a reference value (or target value) for the time required for the inertia phase, and the learning correction amount ΔPc1 based on the driving tendency index k, in step S82, the information is stored in step S76. It is determined whether the inertia phase time TMif is equal to or greater than the inertia phase time set value TMifs. If the inertia phase time TMif is equal to or greater than the reference value TMifs, the constant shelf pressure Pc1 is too low. To update and prepare for the next control.

  On the other hand, if TMif <TMifs, the constant shelf pressure Pc1 is too high and is updated by reducing the learning correction amount ΔPc1 in step 83 to prepare for the next control.

  Through the learning control of the constant shelf pressure Pc1, the inertia phase time TMif can be maintained at the set value TMifs.

  As described above, the constant shelf pressure Pc1 is learned and corrected so that the inertia phase is completed within the inertia phase time set value TMifs that changes in accordance with the magnitude of the driving tendency index k. As the inertia phase time set value TMifs becomes shorter and the learning correction amount ΔPc1 becomes larger, it becomes possible to speed up the response to changes in the driving state, and the speed changes according to changes in the driving history and driving environment of the driver. This makes it possible to change the time or the speed change speed quickly.

  In addition, although the example applied to the stepped automatic transmission was shown in the said embodiment, although not shown in figure, you may apply to a continuously variable transmission. In this case, it replaces with the rate of change R and the shelf pressure Pc1. The shift speed, the target input shaft rotation speed tNt, or the control gain may be corrected with the driving tendency index k.

  As described above, in the shift control device for an automatic transmission according to the present invention, the shift time or the shift speed can be variably controlled based on the driving history of the driver, and therefore can be applied to an automatic transmission for a vehicle.

1 is a schematic diagram of a shift control device for an automatic transmission showing an embodiment of the present invention. 5 is a flowchart showing a calculation process of a driving tendency index k performed by the control unit 1. The flowchart which similarly shows the subroutine which calculates an acceleration / deceleration driving | running | working frequency index | exponent. The flowchart which similarly shows the subroutine which calculates a road bending degree. The map of coefficient 1 for obtaining the acceleration / deceleration index shows the relationship of coefficient 1 according to vehicle speed. A map of coefficient 2 set in accordance with the relationship between the vehicle speed and the accelerator depression amount with respect to acceleration / deceleration g and brake signal ON / OFF. The coefficient 3 map shows the relationship of coefficient 3 according to vehicle speed. The flowchart of the shift control in the inertia phase performed with a control unit. The map of the rate of change according to engine load is shown. The map of the coefficient 6 according to the driving tendency index k is shown. The flowchart of the shift control in the first half of the inertia phase performed by a control unit which shows 2nd Embodiment. A graph showing the state of speed change, a graph showing the relationship between the hydraulic pressure command value of the engagement side frictional engagement element, the hydraulic pressure command value of the release side frictional engagement element, the transmission ratio, and the time. The solid line in the figure is corrected by the driving tendency index k The two-dot chain line in the figure indicates the state before correction. The map of the coefficient 7 according to the driving tendency index k is shown. The map of the correction amount 1 according to the driving | running tendency index | exponent k is shown. The flowchart of the shift control in the inertia phase latter half performed by a control unit. The map of the coefficient 8 according to the driving tendency index k is shown. The map of the coefficient 9 according to the driving | running tendency index | exponent k is shown.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Control unit 2 Automatic transmission 3 Hydraulic control device 4 Input shaft rotational speed sensor 5 Output shaft rotational speed sensor 6 Accelerator opening sensor 7 Brake switch 8 Wheel speed sensor

Claims (5)

In a control device for an automatic transmission provided with a shift control means for controlling a gear ratio of the automatic transmission based on a driving state of the vehicle,
The shift control means includes
Driving state determination means for determining the driving state during curve traveling;
Target shift time setting means for setting a target shift time based on the determination result of the driving state;
With
A shift control apparatus for an automatic transmission, wherein a shift is performed so that the target shift time is reached during a shift. The driving state determining means includes an acceleration / deceleration detecting means for detecting an acceleration / deceleration of the vehicle,
Road bending degree detecting means for detecting the bending degree of the curve;
Have
The shift control device for an automatic transmission according to claim 1, wherein the driving state is determined based on the acceleration / deceleration and a curve bending degree.   The driving state determination means obtains a driving tendency index indicating a driving state history from the acceleration / deceleration and the curve bending degree, and the target shift time setting means determines the target shift time based on the magnitude of the driving tendency index. The shift control device for an automatic transmission according to claim 2, wherein a control amount to be changed is changed. The shift control means has a hydraulic control means for controlling the hydraulic pressure of the frictional engagement element on the engagement side using a predetermined shelf pressure,
The shift control device for an automatic transmission according to claim 1 or 2, wherein the target shift time setting means sets a shelf pressure based on a determination result of the driving state.   2. The target shift time setting means sets a control gain based on a determination result of an operating state, and the shift control means performs a shift so that a shift time according to the control gain is reached. Alternatively, a shift control device for an automatic transmission according to claim 2.

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