JP2006083970A - Shift control device for automatic transmission for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To suppress uncomfortable feeling caused by step-by-step change in deceleration before and after downshift during inertia running, in an automatic transmission in which a plurality of gear stages are achieved. <P>SOLUTION: When a downshift start prediction means 112 determines before predetermined time T1 that downshift is actually started during inertia running, engagement pressure P<SB>IN</SB>is gradually increased, such that transmitting torque is gradually generated with respect to a third engagement element by a shift control means 110 until the downshift is started. When the downshift is started, the engagement pressure P<SB>IN</SB>is declined such that the third engagement element is released within predetermined time T<SB>2</SB>, and internal tie-up of the automatic transmission 10 is gradually generated by the third engagement element. Therefore, the internal tie-up gradually increases deceleration G from the predetermined time T<SB>1</SB>before the start of downshift. As a result, step-by-step increase in the deceleration G accompanied by the downshift is suppressed, and uncomfortable feeling caused by the step-by-step change in the deceleration G before and after the downshift is suppressed. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to a shift control device for an automatic transmission for a vehicle, and more particularly to downshift control during coasting (coast).

  2. Description of the Related Art A vehicle including an automatic transmission of a type in which a so-called clutch-to-clutch shift in which release of one friction engagement device and engagement of the other friction engagement device are simultaneously controlled is well known. For example, this is the vehicle described in Patent Document 1. In this Patent Document 1, the clutch toe is described in power-off traveling, that is, inertia traveling, in which the vehicle traveling state is a driven state (engine braking state) in which power is transmitted from the driving wheel side to the driving force source side, for example, the engine side. A downshift by clutch shift is disclosed.

Japanese Patent Laid-Open No. 10-250415 Japanese Patent Laid-Open No. 9-42436

  Generally, when a downshift is executed during the inertia running described above, the engine speed can be kept high, and the fuel cut operation period becomes longer, which is effective in improving fuel efficiency. On the other hand, when the downshift is executed, the engine speed is increased stepwise and the deceleration due to engine braking is increased stepwise, which causes a step change in the deceleration and makes the user feel uncomfortable. There was a possibility of letting. The uncomfortable feeling due to the stepwise change in the deceleration tends to be more prominent because the change in the deceleration per certain time increases as the shift time becomes shorter. Therefore, it is conceivable to suppress the uncomfortable feeling caused by the stepwise change in the deceleration by controlling the transient engagement pressure of the friction engagement device related to the downshift during the clutch-to-clutch shift to lengthen the shift time.

  However, if the shift time is lengthened, the time during which the friction engagement device related to the downshift is in the half-engaged state (slip engaged state) becomes longer. For example, during the downshift, the power of the driving force source is increased by turning on the accelerator. When the drive state is transmitted to the drive wheel side, there is a possibility that the friction engagement device may cause unnecessary slipping, engagement shock, or the like. Further, since an increase in deceleration accompanying a downshift always occurs, the absolute change in deceleration itself does not decrease.

  The present invention has been made against the background of the above circumstances, and the object of the present invention is to provide a plurality of shift gears having different gear ratios by selectively engaging and releasing a plurality of friction engagement devices. A shift control device that suppresses an uncomfortable feeling due to a stepwise change in deceleration before and after downshift in an automatic transmission for a vehicle in which a stage is established, by suppressing an increase in deceleration accompanying a downshift during coasting Is to provide.

  That is, the gist of the invention according to claim 1 is that an automatic transmission for a vehicle in which a plurality of shift stages having different gear ratios are established by selectively engaging and releasing a plurality of friction engagement devices. (A) downshift start predicting means for determining that a downshift of the automatic transmission is started a predetermined time before the vehicle coasting, and (b) starting the downshift If it is determined by the prediction means that the downshift is to be started before the predetermined time, the friction engagement device used for establishing the shift stage before and after the downshift among the plurality of friction engagement devices. With respect to different friction engagement devices, the engagement pressure is gradually increased so that transmission torque is gradually generated until the actual downshift is started, and when the actual downshift is actually started, the engagement pressure is quickly increased. A coasting time shift control means for reducing the engaging pressure to be released is to contain.

  In this manner, in a vehicular automatic transmission in which a plurality of shift stages having different gear ratios are established by selectively engaging and releasing a plurality of friction engagement devices, a downshift is performed during vehicle inertia traveling. If the start predicting means determines that a downshift is to be started a predetermined time before, it is different from the friction engagement device used for establishing the shift stage before and after the downshift among the plurality of friction engagement devices. With respect to the friction engagement device, the engagement pressure is gradually increased and the downshift is actually started so that the transmission torque is gradually generated until the downshift is actually started by the inertia traveling speed change control means. Since the engagement pressure is reduced so as to be quickly released within a predetermined time, a friction engagement device different from the friction engagement device used for establishing the gear stage before and after the downshift is gradually added. Tie-up of the rotational load so-called automatic transmission of the output rotary member of the automatic transmission due to be generated torque transfer capacity (hereinafter referred to as internal tie-up) is gradually generated. Therefore, if the deceleration is gradually increased from the predetermined time before the downshift is started by this internal tie-up, the increase in deceleration accompanying the actual downshift during coasting (coast) is suppressed and the downshift is performed. The uncomfortable feeling due to the stepwise change in the deceleration before and after is suppressed. In addition, in the control operation by the coasting speed shift control means, a friction engagement device different from the friction engagement device used for establishing the shift stage before and after the downshift is used. Since the engagement device is released and heat generation due to the gradual generation of the transmission torque capacity, that is, the slip engagement state is quickly cooled, a decrease in the durability of the friction engagement device is suppressed.

  Preferably, in the invention according to claim 2, the friction engagement device different from the friction engagement device used to establish the shift stage before and after the downshift is provided at a lower speed side than the shift stage after the downshift. This is used to establish the shift stage. In this way, the engagement and disengagement of the friction engagement device used to establish the shift stage before and after the downshift and the friction engagement different from the friction engagement device used to establish the shift stage before and after the downshift. Rotation element of automatic transmission by engagement (slip engagement) of friction engagement device different from friction engagement device used for establishment of shift stage before and after downshifting even when timing of release of device is shifted The change in the rotation speed is on the same downshift side as the actual downshift. Therefore, a friction engagement device that is different from the friction engagement device used to establish the shift stage before and after the downshift is used to establish a shift stage on the higher speed side than the shift stage before the downshift. Compared with the case where the rotational speed change of the rotation element of the automatic transmission due to the engagement of the combined device (slip engagement) is on the upshift side, the rotation speed of the rotation element of the automatic transmission is downshifted more quickly. It will be in a later state. In addition, when the change in the rotation speed of the rotating element of the automatic transmission is set to the upshift side, the deceleration decreases due to the generation of the inertia torque accompanying the decrease in the rotation speed of the input rotating member of the automatic transmission. The friction engagement device that is different from the friction engagement device used to establish the shift stage before and after the downshift is used to establish the shift stage on the higher speed side than the shift stage before the downshift. As compared with the case of the above, an increase in the deceleration accompanying the downshift is more easily suppressed.

  Preferably, in the invention according to claim 3, the inertia running shift control means is different from a friction engagement device that is different from a friction engagement device used to establish a gear stage before and after the downshift. The engagement pressure is reduced so as to be released within a shift period in which the downshift is completed. In this way, after the downshift is completed, an internal tie-up may occur due to the engagement (slip engagement) of the friction engagement device that is different from the friction engagement device that is used to establish the shift stage before and after the downshift. Is prevented.

  Here, it is preferable that the automatic transmission for a vehicle is a planetary gear type multi-stage transmission in which a gear stage is switched by selectively connecting rotating elements of a plurality of planetary gear apparatuses by a hydraulic friction engagement device. Consists of machines. The mounting posture of the vehicle automatic transmission with respect to the vehicle is such that the axis of the transmission is in the longitudinal direction of the vehicle even in a horizontal type such as an FF (front engine / front drive) vehicle in which the axis of the transmission is in the width direction of the vehicle. It may be a vertical installation type such as an FR (front engine / rear drive) vehicle. The vehicle automatic transmission only needs to be able to achieve a plurality of gear stages alternatively, for example, forward 4 speeds, forward 5 speeds, forward 6 speeds, forward 7 speeds, forward 8 speeds, etc. Various multi-stage automatic transmissions can be used.

  Preferably, as the hydraulic friction engagement device, a multi-plate type, single-plate type clutch or brake engaged by a hydraulic actuator, or a belt type brake is widely used. An oil pump that supplies hydraulic oil for engaging the hydraulic friction engagement device may be driven by a traveling power source to discharge the hydraulic oil, for example, but is arranged separately from the traveling power source. It may be driven by a dedicated electric motor provided.

  Preferably, the hydraulic control circuit including the hydraulic friction engagement device is responsive to, for example, supplying the output hydraulic pressure of the linear solenoid valve directly to the hydraulic actuator (hydraulic cylinder) of the hydraulic friction engagement device. Although desirable in terms, the control valve may be controlled by the output hydraulic pressure, and the hydraulic oil may be supplied from the control valve to the hydraulic actuator.

  Preferably, the plurality of linear solenoid valves are provided, for example, one by one corresponding to each of the plurality of hydraulic friction engagement devices. In the case where there are a plurality of hydraulic friction engagement devices that do not have the same, various modes are possible, such as providing a common linear solenoid valve for them. In addition, it is not always necessary to control the hydraulic pressure of all hydraulic friction engagement devices with a linear solenoid valve, and some hydraulic control is performed with pressure control means other than the linear solenoid valve, such as duty control of an ON-OFF solenoid valve. May be.

  Preferably, a driving force source for driving is operatively connected to the input rotation member of the automatic transmission for vehicle via a fluid transmission device or a direct coupling clutch. As this fluid transmission device, a torque converter with a lock-up clutch or a fluid coupling is used. An engine that is an internal combustion engine such as a gasoline engine or a diesel engine is used as the driving power source for traveling. Furthermore, an electric motor or the like may be used as an auxiliary driving force source for traveling in addition to the engine in a power transmission path between the engine and the drive wheels.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.

  FIG. 1A is a skeleton diagram illustrating the configuration of an automatic transmission for a vehicle (hereinafter referred to as an automatic transmission) 10 to which the present invention is applied, and FIG. It is an action | operation table | surface explaining the action | operation of the engagement element at the time. This automatic transmission 10 includes a first transmission unit mainly composed of a double pinion type first planetary gear unit 12 in a transmission case (hereinafter referred to as a case) 26 as a non-rotating member attached to a vehicle body. 14 and a second transmission unit 20 mainly composed of a single pinion type second planetary gear unit 16 and a double pinion type third planetary gear unit 18 on a common axis, and an input shaft 22 Are rotated and output from the output shaft 24. The input shaft 22 corresponds to an input rotating member, and in this embodiment is the turbine shaft of the torque converter 32 that is rotationally driven by the engine 30 that is a power source for traveling. The output shaft 24 corresponds to an output rotating member, and rotationally drives the left and right drive wheels sequentially through, for example, a differential gear device (final reduction gear) (not shown) and a pair of axles. The automatic transmission 10 is configured substantially symmetrically with respect to its axis, and the lower half of the axis is omitted in the skeleton diagram of FIG.

  The first planetary gear device 12 includes a sun gear S1, a plurality of pairs of pinion gears P1 that mesh with each other, a carrier CA1 that supports the pinion gears P1 so as to rotate and revolve, and a ring gear R1 that meshes with the sun gear S1 via the pinion gears P1. The carrier CA1 and the ring gear R1 constitute three rotating elements. The carrier CA1 is connected to the input shaft 22 and driven to rotate, and the sun gear S1 is fixed to the case 26 so as not to rotate. The ring gear R <b> 1 functions as an intermediate output member, is rotated at a reduced speed with respect to the input shaft 22, and transmits the rotation to the second transmission unit 20. In the present embodiment, the path for transmitting the rotation of the input shaft 22 to the second transmission unit 20 at the same speed is the first intermediate output path for transmitting the rotation at a predetermined constant gear ratio (= 1.0). The first intermediate output path PA1 includes a direct connection path PA1a that transmits rotation from the input shaft 22 to the second transmission unit 20 without passing through the first planetary gear device 12, and the first planetary gear from the input shaft 22 to the first intermediate output path PA1. There is an indirect path PA1b for transmitting the rotation to the second transmission unit 20 via the carrier CA1 of the device 12. Further, the transmission ratio from the input shaft 22 to the second transmission unit 20 via the carrier CA1, the pinion gear P1 disposed on the carrier CA1, and the ring gear R1 is larger than the first intermediate output path PA1 (> 1). .0) is a second intermediate output path PA2 that transmits the rotation of the input shaft 22 with a reduced speed (deceleration).

  The second planetary gear unit 16 includes a sun gear S2, a pinion gear P2, a carrier CA2 that supports the pinion gear P2 so as to rotate and revolve, and a ring gear R2 that meshes with the sun gear S2 via the pinion gear P2. The third planetary gear unit 18 includes a sun gear S3, a plurality of pairs of pinion gears P2 and P3 that mesh with each other, a carrier CA3 that supports the pinion gears P2 and P3 so as to rotate and revolve, and a sun gear S3 via the pinion gears P2 and P3. A meshing ring gear R3 is provided.

  In the second planetary gear device 16 and the third planetary gear device 18, four rotating elements RM <b> 1 to RM <b> 4 are configured by being partially connected to each other. Specifically, the first rotating element RM1 is configured by the sun gear S2 of the second planetary gear unit 16, and the carrier CA2 of the second planetary gear unit 16 and the carrier CA3 of the third planetary gear unit 16 are integrally connected to each other. The second rotating element RM2 is configured, and the ring gear R2 of the second planetary gear unit 16 and the ring gear R3 of the third planetary gear unit 18 are integrally connected to each other to configure the third rotating element RM3, and the third planetary gear unit. The 18th sun gear S3 constitutes a fourth rotating element RM4. In the second planetary gear device 16 and the third planetary gear device 18, the carriers CA2 and CA3 are configured by a common member, the ring gears R2 and R3 are configured by a common member, and the second planetary gear device 18 The pinion gear P <b> 2 of the planetary gear device 16 is a Ravigneaux type planetary gear train that also serves as the second pinion gear of the third planetary gear device 18.

  The first rotating element RM1 (sun gear S2) is selectively connected to the case 26 via the first brake B1 and stopped from rotating, and the first planetary gear unit 12 which is an intermediate output member via the third clutch C3. Ring gear R1 (that is, the second intermediate output path PA2) is selectively coupled to the carrier CA1 of the first planetary gear unit 12 (that is, the indirect path PA1b of the first intermediate output path PA1) via the fourth clutch C4. Is selectively linked. The second rotation element RM2 (carriers CA2 and CA3) is selectively coupled to the case 26 via the second brake B2 and stopped rotating, and the input shaft 22 (ie, the first intermediate) via the second clutch C2. It is selectively connected to the direct connection path PA1a) of the output path PA1. The third rotation element RM3 (ring gears R2 and R3) is integrally connected to the output shaft 24 to output rotation. The fourth rotation element RM4 (sun gear S3) is connected to the ring gear R1 via the first clutch C1. Between the second rotating element RM2 and the case 26, a one-way clutch F1 that allows forward rotation of the second rotating element RM2 (the same rotation direction as the input shaft 22) and prevents reverse rotation is provided in the second brake. It is provided in parallel with B2.

  FIG. 2 is a collinear diagram in which the rotational speeds of the rotating elements of the first transmission unit 14 and the second transmission unit 20 can be represented by straight lines. The lower horizontal line indicates the rotational speed “0”. The horizontal line indicates the rotational speed “1.0”, that is, the same rotational speed as the input shaft 22. Further, each vertical line of the first transmission unit 14 represents the sun gear S1, the ring gear R1, and the carrier CA1 in order from the left side, and the interval therebetween is the gear ratio ρ1 (= sun gear S1 of the first planetary gear unit 12). The number of teeth / the number of teeth of the ring gear R1). The four vertical lines of the second transmission unit 20 indicate the first rotation element RM1 (sun gear S2), the second rotation element RM2 (carrier CA2 and carrier CA3), and the third rotation element RM3 (in order from the left side to the right end. The ring gear R2 and the ring gear R3), the fourth rotating element RM4 (sun gear S3), and the distance between them depends on the gear ratio ρ2 of the second planetary gear device 16 and the gear ratio ρ3 of the third planetary gear device 18. Determined.

  As is apparent from the alignment chart shown in FIG. 2, the first clutch C1 and the second brake B2 are engaged, and the fourth rotating element RM4 is connected to the input shaft 22 via the first transmission unit 14. On the other hand, when the second rotation element RM2 is rotated at a reduced speed and the rotation of the second rotation element RM2 is stopped, the third rotation element RM3 connected to the output shaft 24 is rotated at the rotation speed indicated by “1st”, and the largest gear ratio ( = Rotational speed of the input shaft 22 / Rotational speed of the output shaft 24) is established.

  The first clutch C1 and the first brake B1 are engaged, and the fourth rotating element RM4 is decelerated and rotated with respect to the input shaft 22 via the first transmission unit 14, and the first rotating element RM1 stops rotating. Then, the third rotation element RM3 is rotated at the rotation speed indicated by “2nd”, and the second speed “2nd” having a smaller gear ratio than the first speed “1st” is established.

  The first clutch C1 and the third clutch C3 are engaged, and the fourth rotation element RM4 and the first rotation element RM1 are decelerated and rotated with respect to the input shaft 22 via the first transmission unit 14 to perform the second shift. When the unit 20 is rotated integrally, the third rotation element RM3 is rotated at the rotation speed indicated by “3rd”, and the third shift stage “3rd” having a smaller speed ratio than the second shift stage “2nd” is established. It is done.

  The first clutch C1 and the fourth clutch C4 are engaged, the fourth rotating element RM4 is decelerated and rotated with respect to the input shaft 22 via the first transmission unit 14, and the first rotating element RM1 is input to the input shaft. 22, the third rotation element RM3 is rotated at the rotation speed indicated by “4th”, and the fourth shift stage “4th” having a smaller gear ratio than the third shift stage “3rd” is established. .

  The first clutch C1 and the second clutch C2 are engaged, and the fourth rotating element RM4 is decelerated and rotated with respect to the input shaft 22 via the first transmission unit 14, and the second rotating element RM2 is input to the input shaft 22. The third rotation element RM3 is rotated at the rotation speed indicated by “5th”, and the fifth shift stage “5th” having a smaller gear ratio than the fourth shift stage “4th” is established.

  When the second clutch C2 and the fourth clutch C4 are engaged and the second transmission unit 20 is rotated integrally with the input shaft 22, the third rotational element RM3 is rotated at the rotational speed indicated by "6th", that is, with the input shaft 22. The sixth shift stage “6th”, which is rotated at the same rotational speed and has a smaller speed ratio than the fifth shift stage “5th”, is established. The gear ratio of the sixth gear stage “6th” is 1.

  The second clutch C2 and the third clutch C3 are engaged, and the first rotation element RM1 is decelerated and rotated with respect to the input shaft 22 via the first transmission unit 14, and the second rotation element RM2 is input to the input shaft. As a result, the third rotation element RM3 is rotated at the rotational speed indicated by “7th”, and the seventh shift stage “7th” having a smaller gear ratio than the sixth shift stage “6th” is established. .

  When the second clutch C2 and the first brake B1 are engaged, the second rotation element RM2 is rotated integrally with the input shaft 22, and when the first rotation element RM1 is stopped, the third rotation element RM3 is The eighth speed “8th” is established at a rotational speed indicated by “8th” and has a smaller gear ratio than the seventh speed “7th”.

  Further, when the third clutch C3 and the second brake B2 are engaged, the first rotating element RM1 is decelerated and rotated through the first transmission unit 14, and the second rotating element RM2 is stopped from rotating. The third rotation element RM3 is reversely rotated at the rotation speed indicated by “Rev1”, and the first reverse shift stage “Rev1” having the largest speed ratio in the reverse rotation direction is established. When the fourth clutch C4 and the second brake B2 are engaged, the first rotation element RM1 is rotated integrally with the input shaft 22, the second rotation element RM2 is stopped, and the third rotation element RM3 is “ The second reverse shift speed “Rev2”, which is reversely rotated at the rotation speed indicated by “Rev2” and has a smaller gear ratio than the first reverse shift speed “Rev1”, is established. The first reverse speed “Rev1” and the second reverse speed “Rev2” correspond to the first speed and the second speed in the reverse rotation direction, respectively.

  Returning to FIG. 1, the operation table of FIG. 1 (b) is a table for explaining the operation states of the clutches C1 to C4 and the brakes B1 and B2 at the time of establishing each of the above-described shift speeds. The state, “(◯)” represents the engaged state only during engine braking, and the blank represents the released state. Since the one-way clutch F1 is provided in parallel to the brake B2 that establishes the first shift stage “1st”, it is not always necessary to engage the brake B2 when starting (acceleration). Further, the gear ratio of each gear stage is appropriately determined by the gear ratios ρ1, ρ2, and ρ3 of the first planetary gear device 12, the second planetary gear device 16, and the third planetary gear device 18.

  As described above, the automatic transmission 10 according to this embodiment includes the first transmission unit 14 having the two intermediate output paths PA1 and PA2 having different transmission ratios and the second transmission unit 20 having the two planetary gear devices 16 and 18. Since the forward shift 8-speed gear stage is achieved by switching the engagement of the four clutches C1 to C4 and the two brakes B1 and B2, the structure is reduced in size and the mountability to the vehicle is improved. Further, as is apparent from the operation table of FIG. 1 (b), it is possible to change the speeds of the respective gears by merely grasping any two of the clutches C1 to C4 and the brakes B1 and B2. The clutches C1 to C4 and the brakes B1 and B2 (hereinafter simply referred to as the clutch C and the brake B unless otherwise distinguished) are hydraulic frictions controlled by a hydraulic actuator such as a multi-plate clutch or brake. It is an engagement device.

  FIG. 3 is a block diagram illustrating a main part of a control system provided in the vehicle for controlling the automatic transmission 10 of FIG. The electronic control unit 90 includes a so-called microcomputer having a CPU, a RAM, a ROM, an input / output interface, and the like. The CPU uses a temporary storage function of the RAM, and signals according to a program stored in the ROM in advance. By performing the processing, output control of the engine 30, shift control of the automatic transmission 10, and the like are executed, and the control is divided into engine control, shift control, and the like as necessary.

  In FIG. 3, the operation amount Acc of the accelerator pedal 50 is detected by the accelerator operation amount sensor 52, and a signal representing the accelerator operation amount Acc is supplied to the electronic control unit 90. The accelerator pedal 50 is largely depressed according to the driver's required output amount, and therefore corresponds to an accelerator operation member, and the accelerator operation amount Acc corresponds to an output request amount.

Further, an intake air amount sensor 60 for detecting an intake air quantity Q of the engine rotational speed sensor 58, the engine 30 for detecting the rotational speed N _E of the engine 30, the intake for detecting the temperature T _A of intake air The air temperature sensor 62, the throttle valve opening sensor 64 with an idle switch for detecting the fully closed state (idle state) of the electronic throttle valve of the engine 30 and the opening _θTH , the vehicle speed V (the rotational speed N of the output shaft 24). a vehicle speed sensor 66 for detecting the corresponding) to _OUT, the cooling water temperature sensor 68 for detecting the cooling water temperature T _W of the engine 30, a brake switch 70 for detecting the presence or absence of the operation of the foot brake is a service brake, shift lever position sensor 74 for detecting a lever position (operating _{position) P SH} of the lever 72, the turbine times Speed _N T turbine speed sensor 76 for detecting (= rotational speed _{N IN} of the input shaft 22), which is the temperature of the hydraulic oil in the hydraulic control circuit 98 AT oil temperature _{T OIL} AT oil temperature for detecting the A sensor 78, an acceleration sensor 80 for detecting the acceleration (deceleration) G of the vehicle, and the like are provided. From these sensors and switches, the engine rotation speed N _E , the intake air amount Q, the intake air temperature T _{A are provided.} , Throttle valve opening θ _TH , vehicle speed V, engine coolant temperature T _W , presence / absence of brake operation, shift lever 72 lever position P _SH , turbine rotation speed N _T , AT oil temperature T _OIL , vehicle acceleration (deceleration) A signal representing G or the like is supplied to the electronic control unit 90.

The shift lever 72 is disposed near the driver's seat, for example, and is manually operated to five lever positions “P”, “R”, “N”, “D”, or “S” as shown in FIG. It has become so. The “P” position is a parking position for releasing the power transmission path in the automatic transmission 10 and mechanically preventing (locking) the rotation of the output shaft 24 by the mechanical parking mechanism. The “R” position is an automatic transmission. The reverse travel position for reversing the rotation direction of the output shaft 24 of the machine 10, and the “N” position is a power transmission cutoff position for releasing the power transmission path in the automatic transmission 10. ”Position is a forward travel position in which automatic shift control is executed in a shift range (D range) that allows the first to eighth shifts of the automatic transmission 10, and the“ S ”position is a high speed side that can be shifted. This is a forward travel position where manual shift can be performed by switching between a plurality of shift ranges with different shift stages or a plurality of different shift stages. In this “S” position, the shift range or shift stage is shifted to the up side every time the shift lever 72 is operated, and the shift range or shift stage is shifted to the down side every time the shift lever 72 is operated. A “-” position is provided for this purpose. The lever position sensor 74 detects at which lever position (operation position) P _{SH the} shift lever 72 is located.

The hydraulic control circuit 98 includes a manual valve connected to the shift lever 72 via a cable, a link, or the like, for example, and the manual valve is mechanically operated as the shift lever 72 is operated. As a result, the hydraulic circuit in the hydraulic control circuit 98 is switched. For example, "D" position and the "S" forward circuit is output forward pressure P _D at position is mechanically established, the first gear position is the forward gear position "1st" to eighth speed "8th It is possible to travel forward while shifting. When the shift lever 72 is operated to the “D” position, the electronic control unit 90 determines that from the signal of the lever position sensor 74 and establishes the automatic shift mode, and sets the first shift stage “1st” to the first shift stage. Shift control is performed using all the forward shift speeds of 8 shift speeds “8th”.

The electronic control unit 90 makes a shift determination based on the actual vehicle speed V and the accelerator operation amount Acc from the relationship (map, shift diagram) stored in advance with the vehicle speed V and the accelerator operation amount Acc shown in FIG. 5 as parameters, for example. The shift control means 110 (see FIG. 7) that performs shift control so as to obtain the determined shift speed is functionally provided. For example, as the vehicle speed V decreases or the accelerator operation amount Acc increases. A low-speed gear stage having a large gear ratio is established. In this shift control, excitation, de-excitation, and current control of the linear solenoid valves SL1 to SL6 in the shift hydraulic control circuit 98 are executed so that the determined shift stage is established, and the clutch C and brake are controlled. The engagement / release state of B is switched and the transient hydraulic pressure in the shifting process is controlled. That is, by controlling the excitation and non-excitation of the linear solenoid valves SL1 to SL6, the clutch C and the brake B are engaged and disengaged to change from the first gear shift stage “1st” to the eighth gear shift stage “8th”. One of the forward shift speeds is established. It should be _noted that various modes are possible, such as performing shift control based on the throttle valve opening θ _TH , the intake air amount Q, the road surface gradient, and the like.

In the shift diagram of FIG. 5, the solid line is a shift line (upshift line) for determining an upshift, and the broken line is a shift line (downshift line) for determining a downshift. Further, the shift line in the shift diagram of FIG. 5 indicates whether or not the actual vehicle speed V crosses the line on the horizontal line indicating the actual accelerator operation amount Acc (%), that is, the value on which the shift on the shift line is to be executed ( is for determining whether exceeds the shift point vehicle speed) V _S, also will have been previously stored as a series of the values V _S that shift point vehicle speed. 5 illustrates the shift lines in the first to sixth shift stages among the first to eighth shift stages in which the automatic transmission 10 performs a shift.

  FIG. 6 is a circuit diagram showing portions related to the linear solenoid valves SL1 to SL6 in the hydraulic control circuit 98, and the hydraulic actuators (hydraulic cylinders) 34, 36, 38, 40 of the clutches C1 to C4 and the brakes B1 and B2. The line hydraulic pressure PL output from the hydraulic pressure supply device 46 is regulated and supplied to the linear pressure valves SL1 to SL6, respectively. The hydraulic pressure supply device 46 includes a mechanical oil pump 48 (see FIG. 1) that is rotationally driven by the engine 30, a regulator valve that regulates the line hydraulic pressure PL, and the like. Is to control. The linear solenoid valves SL1 to SL6 have basically the same configuration, and are excited and de-energized independently by the electronic control unit 90 (see FIG. 3), and the hydraulic pressures of the hydraulic actuators 34 to 44 are independently regulated. It has come to be. In the shift control of the automatic transmission 10, for example, a so-called clutch-to-clutch shift is performed in which the release and engagement of the clutch C and the brake B involved in the shift are controlled simultaneously. For example, as shown in the engagement operation table of FIG. 1B, in the downshift from the fifth speed to the fourth speed, the clutch C2 is released and the clutch C4 is engaged, so that the clutch C2 is suppressed so as to suppress the shift shock. The release transient hydraulic pressure and the engagement transient hydraulic pressure of the clutch C4 are appropriately controlled.

By the way, when a downshift is executed during power-off running, that is, inertia running, in which the vehicle running state becomes a driven state (engine braking state) in which power is transmitted from the driving wheel side to the engine 30 side. As the automatic transmission 10 is switched to the gear position, the gear ratio γ is increased stepwise and the engine rotational speed _NE is increased stepwise. As a result, the engine braking effect is also increased stepwise and the vehicle deceleration G is increased stepwise, which may make the user feel uncomfortable due to the stepwise change in the deceleration G. In this embodiment, in order to suppress this uncomfortable feeling associated with the downshift during inertial running, the deceleration G is gradually increased in advance prior to the actual downshift to suppress the stepwise increase in the deceleration G associated with the actual downshift. (See FIG. 10). Hereinafter, the control operation for suppressing the stepwise increase in the deceleration G will be specifically described.

FIG. 7 shows the control function of the electronic control unit 90, that is, a control operation that suppresses a stepwise increase in the deceleration G accompanying a downshift during inertia traveling (hereinafter referred to as inertia traveling deceleration control operation). It is a functional block diagram explaining these. In FIG. 7, the shift control means 110 performs shift determination based on the actual vehicle speed V and the accelerator operation amount Acc from, for example, a previously stored shift diagram shown in FIG. 5, and executes the determined shift. By performing a shift output to the hydraulic control circuit 98, the gear stage of the automatic transmission 16 is automatically switched. For example, during coasting when the shift stage of the automatic transmission 10 is the fifth shift stage, the shift control means 110 performs a downshift from the fifth speed to the fourth speed when the actual vehicle speed V is zero and the accelerator operation amount Acc is zero. When it is determined that the shift point vehicle speed V _5-4 to be executed is _exceeded , the clutch C2 is started to be released, and when the engagement torque is maintained to some extent, the engagement of the clutch C4 is started and the engagement is started. to generate torque, while shifts from the speed ratio gamma ₅ of the fifth gear position in this state to the gear ratio gamma ₄ of the fourth gear position, the hydraulic pressure control command to complete the engagement release the clutch C4 clutches C2 Output to circuit 98.

The shift control means 110 performs an actual downshift by the shift control means 110 itself by the downshift start prediction means 112 described later when the vehicle coasts when the signal of the accelerator operation amount Acc supplied to the electronic control device 90 is zero. if but be initiated is determined T ₁ before pre-stored predetermined time, the clutch C or the brake B used in the establishment of a downshift before and after the shift speed of the plurality of clutches C and brakes B Is one of two or more different clutch C or brake B, or two or more engaging elements while it is determined by the pre-downshift start determining means 118 described later that it is before the start of the downshift, that is, actually down finger to shift gradually increasing gradually the engagement pressure P _iN to generate between transmitted torque capacity T _3E up is initiated Outputs to the hydraulic control circuit 98, is quickly released when it is determined not to be before the start of downshifting That actually downshift is initiated within the predetermined time T ₂ and by the downshift before the start determination means 118 Thus, it also functions as a coasting shift control means for outputting a command to lower the engagement hydraulic pressure _PIN to the hydraulic control circuit 98.

  Here, in this embodiment, the clutch C or the brake B used for establishing the shift stage before and after the downshift, the clutch C or the brake B involved in the downshift, that is, the clutch-to-clutch shift. The clutch C or the brake B that is released or engaged with each other is represented as first and second engagement elements. Further, among the plurality of clutches C and brakes B, the other clutch C or brake B different from the clutch C or brake B used for establishing the shift stage before and after the downshift is represented as a third engagement element.

The shift control means 110 gradually generates a transmission torque capacity T _3E for the third engagement element before actually downshifting, that is, the third engagement element is brought into a slip engagement state. Thus, the rotational load of the output shaft 24 of the automatic transmission 10 is gradually generated. That is, like the well-known tie-up that occurs when a pair of engagement devices that are controlled to be released and engaged during clutch-to-clutch shift process is large, the shift control means 110 actually tie-up in the automatic transmission 10 by the slip engagement state of the third engagement element to downshift start the predetermined time T ₁ before before performing the downshifting (hereinafter referred to as internal tie-up) the gradual To generate torque reduction. Thus, if the deceleration G by being gradually generated internal tie-up from a predetermined time before T ₁ a downshift is initiated is increased advance gradually, the deceleration G due to the actual downshift increase Is made smaller.

The amount of increase in the deceleration G due to the internal tie-up is experimentally performed in advance to generate the transmission torque capacity (engagement torque) T _{3E of} the third engagement element, that is, the transmission torque capacity T _3E of the third engagement element. Determined by the engagement hydraulic pressure _PIN of the third engagement element, the predetermined time T ₁ , and the predetermined time T ₂ . For example, the shift control means 110 may apply the engagement hydraulic pressure P _IN of the third engagement element according to P _IN (n) = P _IN (n−1) + ΔP _{UP at} a predetermined time T ₁ before the actual downshift is started. the gradually increasing, the actual downshift is initiated _{P iN (n) = P iN} (n-1) -ΔP DW engagement pressure _{P iN} of the third engagement element quickly to a predetermined time _T in ₂ according Decrease and increase deceleration G by internal tie-up.

The [Delta] P _UP, [Delta] P _DW, the predetermined time _{T 1,} and the predetermined time _{T 2} are the actual values deceleration _{G A} in the downshift start point generation of uncomfortable feeling can be suppressed with respect to the deceleration _{G D} after downshift And within a shift period T ₃ (T ₂ <T ₁ ) that is earlier than the predetermined time T ₁ by ΔP _DW that is increased with respect to ΔP _UP (T ₂ <T ₁ ), and after the actual downshift is started (T ₂ ≦ = T ₃ ), and it is obtained in advance by experiments or the like using the deceleration G and the gear position of the automatic transmission 10 as parameters so that the engagement pressure P _IN (n) is decreased to release the third engagement element. The actual deceleration G, for example, the amount of change in the vehicle speed V signal (= dV / dt) supplied to the electronic control unit 90 or the vehicle acceleration G signal from the acceleration sensor 80 and the actual automatic transmission from the stored and stored relationship 1 It is determined on the basis of 0 shift stage.

In addition, in the inertial deceleration deceleration control operation of the present embodiment, the third engagement element is used to generate the internal tie-up, and therefore the third engagement element is already released after the downshift is completed. Since the heat generated by the slip engagement state is quickly cooled, the durability of the third engagement element is prevented from being lowered. However, if the heat generated by the slip engagement state of the third engagement element temporarily exceeds the allowable heat generation amount Q _3E ^* of the third engagement element, this causes a decrease in the durability of the third engagement element.

Therefore, the third engagement element heat generation amount determination unit 120 gradually generates the transmission torque capacity T _3E by the shift control unit 110 while it is determined by the pre-downshift start determination unit 118 that it is before the start of the downshift. When the command for gradually increasing the engagement hydraulic pressure _PIN is output to the hydraulic pressure control circuit 98 so that the actual heat generation amount Q _3E of the third engagement element is estimated, the estimated heat generation amount Q _3E is It is determined whether or not the allowable heat generation amount Q _3E ^* of the third engagement element has been exceeded. For example, the third engagement element heat generation amount determining means 120 uses the third engagement element transmission torque capacity T _3E and the third engagement element slip amount, that is, the third engagement element, as the estimated heat generation amount Q _3E of the third engagement element. An integral value (= C × ∫ (T _3E × N _S3E ) dt; C is a constant) of the product (the power of the third engagement element) with the relative rotational speed N _S3E of the combined element itself is calculated. The transmission torque capacity T _3E is an actual third relation based on the relationship obtained experimentally in advance between the engagement hydraulic pressure P _IN (n) of the third engagement element and the transmission torque capacity T _3E of the third engagement element. It is calculated based on the engagement hydraulic pressure P _IN (n) of the combined element. The relative rotational speed _NS3E of the third engagement element itself is a value that is obtained and stored in advance for each gear position. Further, the allowable heat generation amount Q _3E ^* of the third engagement element is a value that is experimentally obtained and stored in advance for each clutch C or brake B.

Shift control means 110, when the estimated amount of heat generation by the third engagement element heating value determining means 120 Q _3E is determined not to exceed the permissible heating value Q _3E ^* of the third engagement element, P _IN ( n) = P _IN (n-1) + ΔP Continuously increasing the engagement hydraulic pressure _PIN of the third engagement element according to _UP . On the other hand, when the third engagement element heat generation amount determination unit 120 determines that the estimated heat generation amount Q _3E exceeds the allowable heat generation amount Q _3E ^* of the third engagement element, the shift control unit 110 3 to interrupt the gradual increase of the engaging pressure _{P iN} of the engaging elements _{P iN (n) = P iN} (n-1) -ΔP DW2 accordance hydraulic control command for gradually reducing the engaging pressure _{P iN} of the third engagement element Output to circuit 98. The ΔP _DW2 is experimentally obtained and stored in advance so that the estimated heat generation amount Q _3E of the third engagement element is reduced from the allowable heat generation amount Q _3E ^{* of} the third engagement element as quickly as possible. It is a value.

The downshift start prediction means 112 determines when the vehicle coasting, the predetermined time T ₁ before the actual downshift is prestored to be the start of the automatic transmission 10 by the shift control unit 110. Specifically, the downshift start predicting means 112 outputs a command to the hydraulic control circuit 98 so that the gear position determined by the speed change control means 110 is established during vehicle inertia traveling, and the actual vehicle speed V and , the actual vehicle speed change (= dV / dt) and the sum speed of the product of the predetermined time _{T 1 (= V + (dV} / dt) × T) is the accelerator of the downshift from the current gear is determined By determining whether or not the operation amount Acc is lower than the shift point vehicle speed V _{S at} zero, it is determined that the downshift of the automatic transmission 10 by the shift control means 110 is started for a predetermined time T ₁ previously stored. Judgment.

Controlling in determining unit 114, the control flag F _C indicating whether during coasting deceleration control operation is being executed is not a is or running "ON" is set when running It is determined whether or not “OFF” is set.

The downshift before the start determination means 118, when the control flag F _C by the control of determining means 114 is determined to be "ON", whether it is before the start of the downshift by the shift control means 110 Determine. For example, a downshift before the start determination means 118, to produce the engagement pressure P _K torque capacity (engagement torque) T _K of the clutch C or the brake B is engaged in order to establish the gear position after the down shift Whether or not it is before the start of the downshift by the shift control means 110 is determined based on whether or not the engagement hydraulic pressure P _K ^* that has been experimentally determined and stored in advance is not yet exceeded.

The third engagement element oil pressure determination means 122 is determined by the pre-downshift start determination means 118 that it is not before the downshift start by the shift control means 110, that is, after the downshift start by the shift control means 110, and the third engagement It is determined whether or not the engagement hydraulic pressure _{PIN of the} element is substantially zero or less.

The control start / end setting means 116 is when the downshift start predicting means 112 determines that the downshift by the shift control means 110 is started before a predetermined time T ₁ stored in advance when the vehicle is coasting. There, and wherein when the control flag F _C by controlling in determining unit 114 is determined to be "OFF", to the initial setting for the time coasting deceleration control operation is started, the the control flag F _C while set to "oN", sets the engagement pressure P _iN of the third engagement element to zero.

The control start / end setting means 116 is inertial when the third engagement element oil pressure determination means 122 determines that the engagement oil pressure _PIN of the third engagement element is substantially equal to or less than zero. to travel at the deceleration control operation is a termination setting for the termination, and sets the control flag F _C to "OFF" to set the engaging pressure P _iN of the third engagement element to zero .

  FIG. 8 is a chart for explaining the first and second engagement elements and the third engagement element for each downshift executed at each gear position of the automatic transmission 10. In FIG. 8, “release” represents an engagement element that is released during a downshift, and “engagement” represents an engagement element that is engaged during a downshift, and these “release” and “engagement” Are the first and second engagement elements. “Input” represents an engagement element that is not related to the downshift, but is used to establish a shift stage before and after the downshift. "○", "△", and "(○)" represent engagement elements that are not used to establish the shift stage before and after the downshift and can generate an internal tie-up by engagement. The engagement elements represented by “◯”, “Δ”, and “(◯)” are the third engagement elements.

  In FIG. 8, taking a 4 → 3 downshift as an example, the release of the clutch C4 and the engagement of the clutch C3 are executed from the state where the fourth speed is established by the engagement of the clutch C1 and the clutch C4, and the clutch It shows that the third shift speed is established by engagement of C1 and clutch C3. Further, it is shown that the internal tie-up can be generated by the engagement (slip engagement) of the clutch C2, the brake B1, or the brake B2. However, since the brake B2 is an engagement element used when the first shift speed is established, the increase in deceleration due to the internal tie-up using the brake B2 is larger than that when the clutch C2 or the brake B1 is used. Become very large. For this reason, it is difficult to execute the internal tie-up using the brake B2, and in this embodiment, the brake B2 is shown in parentheses in order to distinguish it from the clutch C2 and the brake B1. Similarly, downshifts other than the 4 → 3 downshift are shown in parentheses.

  The third engagement element represented by “◯” in FIG. 8 is an engagement element that causes a further downshift with respect to the shift stage after the downshift, that is, the engagement element represented by “input”, after the downshift. This is an engagement element that can establish a further low speed side shift stage with respect to the shift stage. For example, in the 4 → 3 downshift, engaging the brake B1 represented by “◯” during the fourth shift stage indicates that there is a possibility of causing a 4 → 2 downshift. Further, the third engagement element represented by “Δ” is changed to the gear stage before the downshift with the engagement element that causes the upshift with respect to the gear stage before the downshift, that is, the engagement element represented by “input”. On the other hand, it is an engagement element that can establish a high-speed gear. For example, it is indicated that engaging the clutch C2 represented by “Δ” during the fourth shift stage in a 4 → 3 downshift may cause a 4 → 5 upshift.

Then, in the inertial deceleration deceleration control operation of this embodiment, when the timings of the engagement and release of the first and second engagement elements and the release of the third engagement element are shifted, for example, expressed by the above “engagement”. The engine rotation speed _NE and the rotation speed of the rotation element of the automatic transmission 10 when the engagement timing of the engaged element is relatively delayed with respect to the release timing of the third engagement element are the third relationship. When the combination element is “◯”, it changes to the downshift side, and when the third engagement element is “Δ”, it changes to the upshift side. Thus, when the timing of engagement and release of the first and second engagement elements and the release of the third engagement element are shifted, in this embodiment, the shift performed after the tie-up is a downshift. Compared with the case where the third engagement element is “◯” is “Δ”, the engine rotation speed _NE and the rotation speed of the rotation element of the automatic transmission 10 are more rapidly Is done.

Further, when the engine speed _NE and the rotation speed of the rotation element of the automatic transmission 10 are once changed to the upshift side, as in the case where the engagement element of “Δ” is used as the third engagement element, for example, an increase in the deceleration due i.e. tie up deceleration is reduced by the generation of inertia torque accompanying the reduction of the engine rotational speed N _E is suppressed, is more third engagement element is "△", "○ ”, The increase in deceleration accompanying the downshift is made larger.

  Therefore, in consideration of variations such as the engagement and release operations of the first and second engagement elements and the third engagement element in the control operation of the present embodiment, a downshift represented by “◯” as the third engagement element is performed. It is more advantageous to use an engaging element that causes an engagement than to use an engaging element that causes an upshift represented by “Δ”.

  FIG. 9 is a flowchart for explaining a main part of the control operation of the electronic control unit 90, that is, the inertial deceleration deceleration control operation, in the case of 5 → 4 downshift. This flowchart is repeatedly executed at a predetermined cycle. FIG. 10 is an example of the control operation shown in the flowchart of FIG. 9, and is a time chart for explaining the control operation in the case of 5 → 4 downshift and 4 → 3 downshift. It is an example and a broken line is a prior art example.

In FIG. 9, in step S <b> 1 (hereinafter, step is omitted) S <b> 1 corresponding to the downshift start prediction unit 112, the fifth shift stage is set as the shift stage of the automatic transmission 10 by the shift control unit 110 during vehicle inertia traveling. A command is output to the hydraulic pressure control circuit 98 so that the fifth shift speed is established, and inertia occurs before a predetermined time T _{1 when the} shift control means 110 starts the 5 → 4 downshift of the automatic transmission 10. to travel at the deceleration control operation is started, the actual vehicle speed V, the actual vehicle speed change (= dV / dt) and the sum speed of the product of the predetermined time _{T 1 (= V + (dV} / dt) It is determined whether or not ( _XT) is lower than the shift point vehicle speed V _5-4 at which the 5 → 4 downshift is determined when the accelerator operation amount Acc is zero.

If the determination in S1 is affirmative in S2 corresponding to the control in determining unit 114, the control flag F _C indicating whether during coasting deceleration control operation is being executed is "OFF" It is determined whether or not. In S3 corresponding to the control start and end setting means 116 when the determination in S2 is affirmative, for the initial setting for the time coasting deceleration control operation is started, the flag F _C is in the control In addition to being set to “ON”, the engagement hydraulic pressure _{PIN of} the third engagement element such as the clutch C3 or the brake B1 is set to zero. Steps S2 and S3 are also a starting process routine for the inertial deceleration deceleration control operation.

At time t _{0 in} FIG. 10, it is determined that the 5 → 4 downshift of the automatic transmission 10 is started before the predetermined time T ₁ , and the initial setting for starting the inertial deceleration deceleration control operation has been made. Is shown.

If the determination or the signal line S2 determination in S1 is negative is negative, or in S4 corresponding to the control in determining unit 114 Following the S3, the control flag F _C is "ON" It is determined whether or not there is. If the determination in S4 is negative, this routine is terminated. If the determination is affirmative, in S5 corresponding to the pre-downshift start determination unit 118, before the shift control unit 110 starts 5 → 4 downshift. It is determined whether or not there is. For example, the clutch C4 engagement hydraulic pressure _{PKC4 that} is engaged to establish the fourth shift stage after the _downshift is experimentally determined and stored in advance to generate the torque capacity (engagement torque) _TKC4 . It is determined by whether or not the engagement hydraulic pressure P _KC4 ^* has not yet been exceeded.

If the determination in S5 is affirmative, in S7 corresponding to the third engagement element heat generation amount determination means 120, the actual heat generation amount _{Q3E of} the third engagement element (clutch C3 or brake B1) is estimated, It is determined whether or not the estimated heat generation amount Q _3E exceeds the allowable heat generation amount Q _3E ^* of the third engagement element. If the determination in S7 is negative, in S8 corresponding to the shift control means (inertia travel shift control means) 110, the third engagement element is brought into the slip engagement state, and the internal tie-up of the automatic transmission 10 is increased. to gradually be generated, command for increasing the engaging pressure P _iN of the third engagement element in accordance with _{P iN (n) = P iN} (n-1) + ΔP UP is output to the hydraulic control circuit 98 (FIG. 10 t _{0 to} t ₁ ).

On the other hand, if the determination in S7 is affirmative, in S9 corresponding to the shift control means 110, the estimated heat generation amount _Q3E of the third engagement element becomes the allowable heat generation amount of the third engagement element as soon as possible. as can be reduced from Q _3E ^*, interrupt the gradual increase of the engaging pressure _{P iN} of the third engagement element, the engaging pressure _{P iN} of the third engagement element _{P iN (n) = P iN} (n -1) -ΔP A command to be gradually decreased according to _DW2 is output to the hydraulic control circuit 98.

In S6 similarly corresponding to the shift control unit 110 if the determination in S5 is negative, such that the third engagement element is rapidly released within a predetermined time T _2, the engagement of the third engagement element hydraulic A command to decrease P _{IN according} to P _IN (n) = P _IN (n−1) −ΔP _DW is output to the hydraulic control circuit 98 (from time t _{1 to} time t _{2 in} FIG. 10).

In S10 corresponding to the third engagement element oil pressure determination means 122 following S6, S8, or S9, it is not before 5 → 4 downshift start by the shift control means 110 in S5, that is, 5 by the shift control means 110. → It is determined that it is after the start of 4 downshifts, and it is determined whether or not the engagement hydraulic pressure _PIN of the third engagement element has become substantially zero or less. If the determination in S10 is negative, this routine is terminated. If the determination is affirmative, in S11 corresponding to the control start / end setting means 116, the inertial running deceleration control operation is terminated. for setting, the control flag F _C is with is set to "OFF", the engagement pressure P _iN of the third engagement element is set to zero. Steps S10 and S11 are also an end processing routine for the inertial deceleration deceleration control operation.

T ₂ time points 10, the transmission period T ₃ and during coasting deceleration control operation _(FIG. 10 t ₁ time to t ₃ time points) within become so determined a predetermined time T in ₂ is terminated This indicates that the end setting has been made. As shown in solid line in FIG. 10, the deceleration G at the time of coasting deceleration control operation is executed, tie-up by slipping engagement of the third engagement element at t ₀ point to time point t ₁ in FIG. 10 Accordingly, the speed is gradually increased to the deceleration G _A and further gradually increased from the deceleration G _A to the deceleration G _D with a 5 → 4 downshift. Further, as shown in broken lines in FIG. 10, it is stepwise increased deceleration G _D from deceleration G _B along with the deceleration G is 5 → 4 downshift coasting deceleration control operation is not performed . Thus, gradual increase of the deceleration G due to 5 → 4 downshift in the present embodiment (= G D _{-G A;} deceleration drop) is the deceleration G due to 5 → 4 downshift in the conventional example Compared to a stepwise increase (= G _D −G _B ; deceleration drop). Similarly in 4 → 3 downshift is initiated at t ₄ when, as shown in FIG. 10, gradual increase .DELTA.G _A deceleration G accompanying the 4 → 3 downshift in the present embodiment, in the conventional example 4 → 3 as compared to gradual increase .DELTA.G _B deceleration caused by the downshift is inhibited.

As described above, according to this embodiment, when the downshift start prediction means 112 may downshift during coasting is started is determined in a predetermined time T ₁ before the shift control means (when coasting The engagement pressure _PIN is gradually increased and the downshift is actually started so that the transmission torque is gradually generated until the downshift is actually started by the shift control means 110). since it is allowed to decrease the engagement pressure P _iN as quickly released when it is the predetermined time T _2, the interior of the automatic transmission 10 by the third engagement element is gradually generated torque transfer capacity Tie-up is gradually generated. Thus, since the deceleration G from a predetermined time T ₁ before the downshift is initiated by the internal tie-up is gradually increased, the gradual increase of the deceleration G due to the actual downshift during coasting suppressed Thus, the uncomfortable feeling due to the stepwise change in the deceleration before and after the downshift is suppressed.

  Further, according to the present embodiment, in the control operation by the inertia traveling shift control means, the third engagement element is used to generate the internal tie-up. Therefore, after the downshift is completed, the third engagement is performed. Since the element has already been released and the heat generated by the slip engagement state is quickly cooled, the durability of the third engagement element is prevented from being lowered.

Further, according to the present embodiment, when the engagement element (“◯” in FIG. 8) used for establishing a shift stage on the lower speed side than the shift stage after the downshift is used as the third engagement element. Even if the timings of engagement and release of the first and second engagement elements and the release of the third engagement element are shifted, the engine rotation speed _NE and the rotation speed of the rotation element of the automatic transmission 10 are the third. It is changed to the same downshift side as the actual downshift by engagement of the engagement elements (slip engagement). Therefore, an engagement element (“Δ” in FIG. 8) used for establishing a shift stage on the higher speed side than the shift stage before the downshift is used as the third engagement element, so that the engine speed _NE and the automatic shift are changed. Compared to the case where the rotational speed of the rotating element of the machine 10 is changed to the upshift side by the engagement (slip engagement) of the third engaging element, the engine rotating speed _NE and the rotating element of the automatic transmission 10 are compared. The rotational speed of is immediately after the downshift is completed.

Alternatively, the reduced by tie-up when the engine rotational speed N _E is changed to the upshift side by engagement of the third engagement element (slip engagement) by the occurrence of inertia torque accompanying the reduction of the engine rotational speed N _E Since an increase in speed is suppressed, an engagement element (“Δ” in FIG. 8) used to establish a shift stage on the higher speed side than the shift stage before the downshift is used as the third engagement element. In comparison, an increase in deceleration accompanying a downshift is more easily suppressed.

Further, according to this embodiment, the shift control unit 110, to the third engagement element, reducing the engagement pressure P _IN to downshift is released within a gear change period T ₃ to be terminated Therefore, it is possible to prevent the internal tie-up from occurring due to the engagement (slip engagement) of the third engagement element after the completion of the downshift.

  As mentioned above, although the Example of this invention was described in detail based on drawing, this invention is applied also in another aspect.

  For example, in the above-described embodiment, the shift control means 110 generates tie-up using one or more third engagement elements, but a plurality of types of engagement elements are used as the third engagement elements. Can be used as the third engagement element, a predetermined one of the plurality of types can be used, or two or more can be used substantially simultaneously. A plurality of types may be properly used in consideration of a thermal load associated with slip engagement. For example, as shown in FIG. 8, in the downshift from 8 to 7, the clutch C1 and the clutch C4 can be used as the third engagement element. Therefore, the clutch C1 and the clutch C4 are determined in advance as the third engagement element. The clutch C1 and the clutch C4 may be used substantially simultaneously, or the clutch C1 and the clutch C4 may be used alternately.

  Further, in the above-described embodiment, the third engagement element is an engagement element different from the engagement element used to establish the shift stage before and after the downshift, but the first and second engagement elements are used. Also good. For example, an engagement element (“engagement” shown in FIG. 8) that is engaged during the downshift may be used as the third engagement element. In this case, the tie-up is generated by engaging the engaging elements engaged during the downshift earlier than during the normal downshift.

Further, in the above-described embodiment, the downshift start determining means 118 (step S5 in FIG. 9) determines whether or not the downshift start by the shift control means 110 is established to establish the shift stage after the downshift. engaging pressure P _K of the clutch C or the brake B is engaged yet exceeded experimentally in advance is determined and stored the engagement pressure P _K ^* to produce a torque capacity (engagement torque) T _K in However, this determination method is not necessarily required. For example, the actual speed V is reduced by the shift control means 110 based on the fact that the actual vehicle speed V is lower than the shift point vehicle speed V _S when the accelerator operation amount Acc is zero. The determination may be made based on the fact that the downshift from this shift stage has not yet been determined.

In the illustrated embodiment, (step S1 in FIG. 9) downshift start prediction means 112, the actual vehicle speed V, the actual vehicle speed change (= dV / dt) and the product of the predetermined time T ₁ By determining whether or not the total vehicle speed (= V + (dV / dt) × T) is lower than the shift point vehicle speed V _S at which the accelerator operation amount Acc at which a downshift from the current shift stage is determined is zero. Although that the actual downshift of the automatic transmission 10 is started by the shift control means 110 determines the predetermined time T ₁ before, need not necessarily be in this determination method, for example, the actual vehicle speed change and the predetermined time T ₁ and the product (= (dV / dt) × T) is the difference between the actual vehicle speed V and the shift point vehicle speed _{V S (= V S} -V) may determine whether or not lower than.

  The above description is only an embodiment, and the present invention can be implemented in variously modified and improved forms based on the knowledge of those skilled in the art.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a diagram for explaining an automatic transmission for a vehicle to which the present invention is applied, wherein (a) is a skeleton diagram and (b) is an explanation of the operation of a hydraulic friction engagement device when a plurality of shift stages are established. It is a figure to do. FIG. 2 is a collinear chart that can directly represent the rotational speed of each rotating element for each gear position in the automatic transmission for vehicle of FIG. 1. FIG. 2 is a block diagram illustrating a main part of a control system provided in the vehicle for controlling the automatic transmission of FIG. 1. It is a figure explaining the operation position of the shift lever of FIG. It is a figure which shows an example of the shift map used in the shift control of the electronic controller of FIG. FIG. 4 is a circuit diagram showing a main part of the hydraulic control circuit of FIG. 3. It is a functional block diagram explaining the principal part of the control function of the electronic control apparatus of FIG. It is a chart explaining the 1st, 2nd engagement element and the 3rd engagement element for every downshift performed at each gear stage of an automatic transmission. FIG. 4 is a flowchart for explaining a main part of the control operation of the electronic control device of FIG. 3, that is, a control operation that suppresses a stepwise increase in deceleration accompanying a downshift during inertial running. FIG. 10 is an example of the control operation shown in the flowchart of FIG. 9, and is a time chart illustrating the control operation in the case of 5 → 4 downshift and 4 → 3 downshift.

Explanation of symbols

10: Automatic transmission 90: Electronic control device (shift control device)
110: Shift control means (perpendicular travel shift control means)
112: Downshift start prediction means C1 to C4: Clutch (friction engagement device)
B1, B2: Brake (friction engagement device)

Claims (3)

A shift control device for an automatic transmission for a vehicle in which a plurality of shift stages having different gear ratios are established by selectively engaging and releasing a plurality of friction engagement devices,
Downshift start predicting means for determining a predetermined time before the downshift of the automatic transmission is started during vehicle inertia traveling;
When it is determined by the downshift start prediction means that the downshift is to be started before the predetermined time, the frictional engagement used to establish the shift stage before and after the downshift among the plurality of friction engagement devices. For the friction engagement device different from the combined device, the engagement pressure is gradually increased so that the transmission torque is gradually generated until the actual downshift is started, and predetermined when the downshift is actually started. And an inertia traveling shift control means for reducing the engagement pressure so that the engagement pressure is quickly released in time.   2. The friction engagement device different from the friction engagement device used to establish the shift stage before and after the downshift is used to establish a shift stage on a lower speed side than the shift stage after the downshift. A shift control device for an automatic transmission for a vehicle.   The inertia traveling shift control means is released within a shift period in which the downshift is completed with respect to a friction engagement device different from the friction engagement device used to establish the shift stage before and after the downshift. The shift control device for an automatic transmission for a vehicle according to claim 1 or 2, wherein the engagement pressure is lowered.

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