JP2008111454A - Upshift controller for automatic transmission - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an upshift controller for an automatic transmission capable of securing a stable shift feeling by carrying out hydraulic control during shifting at accurate timing, and shortening a shifting completion time while preventing shift shocks. <P>SOLUTION: In the upshift controller for the automatic transmission, upshift is carried out by releasing a one-way clutch and engaging an engagement side engagement element. It is provided with a coasting state determining means for determining whether or not it is a coasting state, an actual gear ratio detecting means for detecting an actual gear ratio of the automatic transmission, an actual gear ratio variation detecting means for detecting a variation per time of the actual gear ratio, a synchronization determining means for determining that there is synchronization when a deviation between a target gear ratio after shifting and the actual gear ratio is a predetermined deviation or less in a coasting state, and a shifting completion judging means for judging whether or not the variation per time of the actual gear ratio is a predetermined variation or less when the deviation becomes the predetermined deviation or less, and judging that shifting is completed when the variation is the predetermined variation or less. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to an upshift control device for an automatic transmission.

As a prior art, there is a control device for an automatic transmission that controls the timing of this switching so that the shift feeling becomes good when an upshift is performed by switching friction elements (Patent Document 1). In this prior art, the phase switching timing of the hydraulic control of the friction element is determined based on the gear ratio. For example, when the actual gear ratio is synchronized with the target gear ratio after shifting for a predetermined time, inertia phase control is performed. Exit. This estimates the fastening capacity of the friction elements on the fastening side and the opening side with the actual gear ratio.
JP 2000-097331 A

  However, in an automatic transmission that has a one-way clutch and achieves an upshift by releasing the one-way clutch, the direction of the gear ratio change due to the upshift and the direction of the gear ratio change due to the coast state are the same. Unable to estimate the exact fastening capacity. That is, in the above automatic transmission, the engagement capacity of the one-way clutch that is the engagement element on the open side cannot be controlled, so that the one-way clutch idles during coast upshifts, and the gear ratio becomes unstable. Therefore, when the above prior art is applied to the automatic transmission, there is a problem that the shift cannot be advanced or terminated at an appropriate timing, and a shift shock or a feeling of extension between shifts occurs.

  The present invention has been made paying attention to the above problems, and in an automatic transmission that achieves an upshift by releasing a one-way clutch, hydraulic control during shifting is performed at an appropriate timing to prevent shift shock. An object of the present invention is to provide an upshift control device for an automatic transmission that can shorten a shift end time and secure a stable shift feeling.

  In order to achieve the above object, an upshift control device for an automatic transmission according to claim 1 is an upshift control device for an automatic transmission that opens a one-way clutch and performs upshift by fastening of a fastening side fastening element. Coast state determination means for determining whether or not the vehicle is running, actual gear ratio detection means for detecting the actual gear ratio of the automatic transmission, and actual gear ratio change for detecting the amount of change in the actual gear ratio per time An amount detection means, a synchronization determination means that determines that the vehicle is in a coasting state and is synchronized when the deviation between the target gear ratio after shifting and the actual gear ratio is less than a predetermined deviation; and the deviation is less than a predetermined deviation Shift end determining means for determining whether or not the amount of change of the actual gear ratio per time when it becomes equal to or less than a predetermined amount, and determining that the shift is complete when it is less than or equal to the predetermined amount.

  Therefore, in the upshift control device for an automatic transmission according to the present invention, even when the actual gear ratio is indefinite in the coasting state, it is possible to reliably determine the end of the shift at a quick stage, and to stabilize It is possible to ensure the improved transmission feeling.

  Hereinafter, the best mode for realizing the present invention will be described based on a first embodiment.

[Configuration of control device]
FIG. 1 shows a schematic configuration of an up-upshift control device for an automatic transmission according to a first embodiment applied to a drive system for a vehicle with an automatic transmission.

(Drive system)
The drive system 1 includes an engine ENG, an automatic transmission AT, an automatic transmission controller ATCU, and various sensors 11-14.

  The automatic transmission AT is a stepped type and includes a torque converter, a planetary gear transmission mechanism (not shown), and a control valve unit CVU. The engine output torque is input to the input shaft of the automatic transmission AT via a torque converter. The planetary gear speed change mechanism shifts the input rotation at a gear ratio corresponding to the selected shift speed, and transmits torque to the output shaft. The torque of the output shaft is transmitted to the drive wheels via the final gear and the differential.

(Hydraulic circuit)
The planetary gear speed change mechanism has a plurality of fastening elements, and a desired gear ratio, that is, a gear position is achieved by a combination of fastening and releasing of these fastening elements. The control valve unit CVU is provided with a hydraulic circuit for controlling the fastening / release of the fastening element.

  The hydraulic circuit is provided with a plurality of hydraulic control valves corresponding to the plurality of fastening elements. The automatic transmission controller ATCU, which will be described later, controls the hydraulic pressure supplied to the fastening elements by outputting signals to these hydraulic control valves and controlling their opening and closing. Each fastening element is fastened by a fastening pressure being supplied to the respective fastening piston chamber, and is released by releasing this fastening pressure.

  The hydraulic control valve is a direct acting valve type that is provided for each fastening element, so that the fastening pressure of the fastening side element and the fastening pressure of the release side element can be controlled independently during shifting. Is provided. In addition, it is good also as a structure provided with not only a direct acting valve but the shift valve etc., It does not specifically limit.

  The various sensors include an APO sensor 11 that detects an accelerator pedal opening APO operated by the driver, a range position sensor 12 that detects a position of a range selected by the driver or a selected gear position, and an automatic transmission input shaft. The turbine sensor 13 detects a turbine rotational speed Nt which is the rotational speed of IN, and the output rotational sensor 14 detects an output rotational speed No which is the rotational speed of the automatic transmission output shaft.

(Automatic transmission controller)
FIG. 2 is a block diagram showing each control configuration provided in the automatic transmission controller ATCU. The automatic transmission controller ATCU receives detection signals from the accelerator pedal opening APO, the range position sensor 12, the turbine sensor 13, and the output rotation sensor 14 detected by the APO sensor 11, and performs arithmetic processing based on these signals. I do.

  The target shift speed setting means 100 sets the target shift speed based on the accelerator pedal opening APO and the output rotation speed No (corresponding to the vehicle speed VSP). This target shift speed setting means 100 is a so-called shift map, and outputs a shift speed that is set in advance according to the running state and the driver's intention as the target shift speed. At this time, during a normal shift other than the coasting state, the target shift speed is output to the CVU control means 107 described later, and the engagement hydraulic pressure of the corresponding engagement element is controlled.

  The coast running state judging means 101 judges that the coast running state where torque is not transmitted from the engine ENG side when the accelerator pedal opening APO is less than a predetermined value (for example, less than 1/8), and otherwise It is determined that the vehicle is in a driving state where torque is transmitted from the ENG side.

  The actual gear ratio detection means 102 detects the actual gear ratio GR by dividing the turbine rotation speed Nt by the output rotation speed No.

  The actual gear ratio change amount detecting means 103 calculates the actual gear ratio change amount ΔGR / dt from the actual gear ratio GRn−1 detected in the previous control cycle and the actual gear ratio GRn detected in the current control cycle.

  The synchronization determination means 104 determines whether or not the deviation ΔGR between the target gear ratio GR * corresponding to the target gear stage after the shift and the actual gear ratio GR is equal to or smaller than a predetermined deviation ΔGR1, and is synchronized when the deviation is equal to or smaller than the predetermined deviation ΔGR1. It is determined, otherwise it is determined that it is not synchronized.

  The predetermined deviation changing means 106 changes the predetermined deviation ΔGR1 in the synchronization determining means 104 based on the detected actual gear ratio change amount ΔGR / dt. Specifically, when the detected actual gear ratio change amount ΔGR / dt is equal to or smaller than the predetermined deviation ΔGR1, the predetermined deviation ΔGR1 is changed largely as the actual gear ratio change amount ΔGR / dt is smaller. On the other hand, when the deviation is larger than the predetermined deviation ΔGR1, the predetermined deviation ΔGR1 is not changed as it is and an initial value is used.

  In the shift end determination means 105, whether or not the shift is completed based on the actual gear ratio change amount ΔGR / dt (n) detected by the actual gear ratio change amount detection means 103 and the synchronization determination information by the synchronization determination means 104. Determine. Note that the actual gear ratio change amount ΔGR / dt (n) is the actual gear ratio change amount at the time when it is determined to be synchronized.

  Specifically, it is determined whether or not the actual gear ratio change amount ΔGR / dt (n) is equal to or less than the first predetermined change amount α at the time when it is determined that synchronization is established. If the shift flag Fh is reset to 0 and greater than the first predetermined change amount α, it is determined that the shift is not likely to be completed, it is determined that the shift is in progress, and the shift flag Fh is set to 1. set. When it is determined that the shift has been completed, a fastening command is output to the fastening side fastening element to the CVU control means 107.

  In the shift end determination means 105, the synchronization determination means 104 starts counting up when the synchronization determination means 104 determines that it is synchronized, and the synchronization time measurement section 1051 measures the synchronized time and is measured by the synchronization time measurement section 1051. A backup determination unit 1052 that performs shift end determination again based on the synchronized time and a predetermined time change unit 1053 that changes a predetermined time T of the backup determination unit 1052 described later are provided.

  The backup determination unit 1052 is executed only when the shifting flag Fh is set to 1. When the measured synchronization time is equal to or longer than the predetermined time T, the actual gear ratio change amount ΔGR / dt ( Even when n) is large, it is determined that the shift has been completed. On the other hand, if the synchronization determination condition is not met in a time shorter than the predetermined time T, the shifting flag Fh is reset and the backup determination ends.

  The predetermined time changing unit 1053 changes the predetermined time T according to the actual gear ratio change amount ΔGR / dt (n). Specifically, the second predetermined change amount β larger than the first predetermined change amount α is set, and the predetermined value is set when the actual gear ratio change amount ΔGR / dt (n) is larger than the second predetermined change amount β. If the time T remains unchanged and is greater than the first change amount α and less than or equal to the second predetermined change amount β, the predetermined time T is shortened according to the magnitude of the actual gear ratio change amount ΔGR / dt (n). change.

  The CVU control means 107 controls a solenoid valve or the like in the control valve unit CVU based on the target shift speed signal of the target shift speed setting means 100 or the end determination signal from the shift end determination means 105, and sets the desired shift speed. Achieve.

  For example, when outputting a release command for a certain fastening element, the fastening capacity is reduced from the fully-fastened state to the last-minute fastening capacity that does not slip, and then the fastening capacity is gradually reduced, and after maintaining a lower fastening capacity, the full release is performed. Do.

  On the other hand, when outputting a fastening command for a certain fastening element, after precharging to supply a higher pressure once in order to perform backlash of the piston and clutch plate from the fully released state, and then once reducing the pressure After gradually increasing the fastening capacity and maintaining a higher fastening capacity before complete fastening, complete fastening is performed.

  Next, the configuration of the automatic transmission AT will be described. The first embodiment is a transmission that automatically switches stepped gear ratios such as forward 5 speed, reverse 1 speed, etc. according to vehicle speed, accelerator opening, and the like. Specifically, a plurality of planetary gear trains, rotating members that connect rotating elements of the planetary gears, a plurality of brakes that fix the rotating elements to a transmission case, and the like, and connecting the rotating elements and rotating members. A plurality of clutches are provided. A detailed configuration is omitted, and a model simplified to the extent that the operation of a general stepped automatic transmission can be described will be defined and described.

  Hereinafter, brakes and clutches are collectively referred to as engagement elements, and a one-way clutch that is engaged at a certain gear stage (n-th speed) is a one-way clutch OWC, and an engagement element that is engaged at another gear stage ((n + 1) -speed). The first fastening element B1.

  In the automatic transmission AT according to the first embodiment, for example, the one-way clutch OWC is automatically released at the time of upshift from the n-th stage, which is achieved by engaging the one-way clutch OWC in the driving state, and the first engagement element An upshift is performed to the (n + 1) -th stage by fastening B1.

FIG. 3 is a common speed diagram based on a simplified model of the automatic transmission AT. In this common speed diagram, the vertical axis indicates the rotational speed of each rotary element and the horizontal axis indicates the gear ratio between the rotary elements. A rotating member to which an engine ENG corresponding to the input rotational speed of the automatic transmission is connected is arranged at the left end in FIG. 3, and a rotating member corresponding to the output shaft rotational speed (corresponding to a propeller shaft, etc. The first rotating member M1 fixed when the n-th speed is achieved and the second rotating member M2 fixed when the (n + 1) -th speed is achieved are arranged. A fastening element that fixes the first rotating member M1 only in the negative direction is a one-way clutch OWC, and a fastening element that fixes the second rotating member M2 is a first fastening element B1. A straight line connecting the rotation speeds of the rotating elements is referred to as a rigid lever.
(Upshift on coast)
When the vehicle speed increases on a downhill or the like when the accelerator pedal is not depressed, an upshift may occur. During coasting at the n-th speed, the engine speed is affected by torque toward the idling speed, and torque is generated downward in FIG. The one-way clutch OWC generates a fastening force for fixing in the negative direction, but does not have a fastening force for fixing in the positive direction, so that the rigid lever is freely rotatable around the output shaft OUT.

  Therefore, in the coasting state in which the one-way clutch OWC is on the disengagement side, the rigid lever is in an indefinite state that can rotate counterclockwise. When the output shaft OUT does not change, it can be said that the gear ratio is indefinite because the inclination of the rigid lever corresponds to the gear ratio.

  In this state, when an upshift command from the nth speed to the (n + 1) th speed is output, the fastening capacity of the first fastening element B1 is increased. First, after loosening by precharging or the like, the fastening capacity is gradually increased, and then complete fastening is performed. Thereby, even if the rigid lever is indefinite, the rotation speed of the output shaft OUT is rotated to achieve the (n + 1) th speed.

  At this time, the rotational position of the rigid lever is indefinite. For example, when the first fastening element B1 is completely fastened while the rotational speed of the second rotating member M2 is greatly rotated to the positive side as shown in FIG. As a result, the engine speed is rapidly increased, and the inertia torque necessary to increase the engine speed may be output to the output shaft OUT, giving a sense of incongruity.

  Further, it is conceivable that the actual gear ratio is detected and complete fastening is performed when the actual gear ratio is close to the (n + 1) th speed. However, as shown in FIG. 3, even if the rotational speed of the second rotating member M2 is located near 0, the first fastening element B1 is moved at once when the rigid lever is in a state of vigorously rotating. When engaged, the change in the engine speed is suddenly stopped, and the inertia torque necessary for the change in the engine speed is output to the output shaft OUT, which may cause a sense of incongruity.

  In addition, when a certain amount of fastening capacity is inserted in the stage before complete fastening and a certain amount of time has passed, the rotational movement of the rigid lever is suppressed, so the time for which the state can be reliably obtained is obtained. It is also conceivable to wait until the time has elapsed before completely fastening. However, in this case, it takes time for shifting, which is not preferable.

In summary, it can be seen that there are the following problems.
(Problem 1)
If complete engagement is performed in a state where the deviation between the actual gear ratio and the target gear ratio is large, there is a possibility that a shift shock will accompany.
(Problem 2)
Even if the actual gear ratio approaches the target gear ratio, it cannot be said that the shift is completed when the rigid lever is moving greatly, and the shift end cannot be determined based only on the actual gear ratio.
(Problem 3)
Since the actual gear ratio is not sufficient as a trigger for the end of the shift, if the system waits until the actual gear ratio converges in the vicinity of the target gear ratio reliably, the shift time becomes very long.

  Therefore, in the first embodiment, it is determined whether or not the speed change is completed quickly and accurately, and then the first fastening element B1 is quickly fastened to solve the above problems.

(Shift completion judgment logic)
FIG. 4 is a schematic explanatory diagram showing a shift end determination method. In FIG. 4, the horizontal axis represents time, the vertical axis represents the gear ratio, and boundary lines representing synchronization determination areas are indicated by dotted lines above and below the gear ratio (target gear ratio GR *) at the (n + 1) th speed. . Since the deviation ΔGR1 is a deviation between the actual gear ratio GR and the target gear ratio GR *, a synchronization determination region is formed above and below the target gear ratio GR * by ΔGR1. In FIG. 4, the gear ratio indicated by the alternate long and short dash line is an estimated gear ratio estimated based on the actual gear ratio change amount at the time of entering the synchronization determination region.

  First, a case where it is not determined that the shift has ended will be described. Let ΔGR / dt (NG) be the actual gear ratio change when the actual gear ratio GR enters the synchronization determination region. At this time, as indicated by the estimated gear ratio, the rotational speed of the rigid lever as it is is close to the target gear ratio GR *, but is very likely to deviate from the target gear ratio GR * again. The probability of termination is considered very low. The thick dotted line in FIG. 4 is the actual gear ratio. It can be seen that the actual gear ratio GR also changes in the same manner as the estimated gear ratio based on the actual gear ratio change amount ΔGR / dt (NG).

  That is, the actual gear ratio change amount ΔGR / dt (NG) at the time of entering the synchronization determination region is synonymous with representing the time T (NG) required to pass through the synchronization determination region. The short time T (NG) means that the shift shock accompanying the complete engagement of the first engagement element B1 is large.

  Next, the case where it is determined that the shift has ended will be described. The actual gear ratio change amount at the time when the actual gear ratio GR enters the synchronization determination region is defined as ΔGR / dt (OK). At this time, in the case of the rotation speed of the rigid lever as it is, there is a possibility that it once approaches the target gear ratio GR * and deviates from the target gear ratio GR * again. In practice, however, the thick dotted line in FIG. As shown, the actual gear ratio GR is highly likely to converge to the target gear ratio GR *, and the possibility that the shift will be completed is very high.

  In other words, the longer time T (OK) required to pass through the synchronization determination region means that the shift shock accompanying the complete engagement of the first engagement element B1 is smaller.

  Therefore, when the actual gear ratio change amount ΔGR / dt (n) at the time of entering the synchronization determination region is smaller than the first predetermined change amount α that is considered to be hardly affected by the shift shock, the shift end is determined. I decided to judge. As a result, the shift shock can be suppressed while shortening the time until it is determined that the shift is completed.

(Backup decision logic)
Here, the new subject based on the said structure is demonstrated. A time required for the estimated gear ratio estimated by the first predetermined change amount α to pass through the synchronization determination region is defined as T (α). This time is a value set as the predetermined time T in the backup determination unit 1052. As described above, by determining the shift end based on the actual gear ratio change amount at the time of entering the synchronization determination region, the shift can be quickly ended when the condition is satisfied.

  However, on the other hand, there is still a possibility that the actual gear ratio GR converges to the target gear ratio GR * even when it is determined that the shift is not completed. If it is too long, the end of shift determination again will be delayed. Therefore, we decided to make a backup decision.

  FIG. 5 is a schematic diagram showing a backup determination method. When the actual gear ratio change amount ΔGR / dt (OK1) at the time of entering the synchronization determination region is larger than the first predetermined change amount α and smaller than the second predetermined change amount β, the shifting flag Fh is set to 1. It remains. At this time, the counter is counted up from the time when it enters the synchronization determination area.

The predetermined time T (OK1) calculated from the actual gear ratio change amount ΔGR / dt (OK1) and the width of the synchronization determination area at the time of entering the synchronization determination area is calculated by the following equation.
T (OK1) = 2 × GR1 / (ΔGR / dt (OK1))
At this time, if the counting up time is longer than T (OK1), there is a high possibility that the actual gear ratio is in the convergence direction within the synchronization determination region.

  Therefore, even when the actual gear ratio change amount ΔGR / dt (OK1) at the time of entering the synchronization determination region is larger than the first predetermined change amount α, the count up time is longer than the predetermined time T (OK1). Therefore, it was determined that the shift was completed.

  However, if the actual gear ratio change amount ΔGR / dt (n) when entering the synchronization determination region is larger than the second predetermined change amount β, it can be said that the movement of the rigid lever is very large. The possibility of passing through the determination area quickly is high, and the possibility that the shift is completed is low. Therefore, at this time, the predetermined time T (α) set based on the first predetermined change amount α as the predetermined time is compared with the count-up time.

  As a result, even when the actual gear ratio change amount at the time of entering the synchronization determination region is large, it is possible to guarantee that the gear has sufficiently converged within the synchronization determination region, so that the shift shock can be reliably suppressed. Can do.

(Deviation change logic)
As described above, the shift end determination can be performed based on the actual gear ratio change amount ΔGR / dt (n) when the synchronization determination region is entered. However, when the actual gear ratio change amount ΔGR / dt is very small, the shift end determination cannot be performed until the synchronization determination region is entered.

  Therefore, when the actual gear ratio change amount ΔGR / dt is small, the shift end determination is made quickly by changing the predetermined deviation ΔGR1.

  FIG. 6 is a schematic diagram showing a predetermined deviation changing method when the actual gear ratio change amount is small. A small actual gear ratio change amount will be described as ΔGR / dt (s). If the predetermined deviation ΔGR1 is fixed, even if there is no problem even if the rigid lever motion is small and there is no problem in actively increasing the fastening capacity of the first fastening element B1 to end the shift. Until the region is entered, it cannot be determined that the shift has ended.

  Therefore, the actual gear ratio change amount ΔGR / dt before entering the synchronization determination region is always detected, and when the actual gear ratio change amount ΔGR / dt is smaller than the first predetermined change amount α (that is, ΔGR / dt (s )), The predetermined deviation ΔGR1 (s) is changed so as to increase the predetermined deviation ΔGR1 according to the actual gear ratio change amount ΔGR / dt (s). As a result, it is possible to enter the synchronization determination area at an early timing, and it is possible to quickly determine the end of the shift.

  Note that if the predetermined deviation ΔGR1 is increased, the engagement with the target gear ratio GR * is fully engaged at a stage where the deviation is large, and there is a concern about a shift shock. However, the state where the actual gear ratio change amount ΔGR / dt is slow in the first place means that the fastening capacity of the first fastening element B1 that is currently applied is insufficient, so that the gearshift is terminated by giving a high fastening capacity. However, the gear ratio does not change abruptly, and a shift shock does not occur.

  As described above, in the upshift control device for an automatic transmission according to the first embodiment, the following effects can be obtained.

  (1) Coast state determination means 101 for determining whether or not the vehicle is in a coasting state, actual gear ratio detection means 102 for detecting the actual gear ratio GR, and a change amount ΔGR / dt of the actual gear ratio GR per time The actual gear ratio change detection means 103 to detect is determined to be synchronized when the vehicle is in a coasting state and the deviation ΔGR between the target gear ratio GR * after the shift and the actual gear ratio GR is equal to or smaller than a predetermined deviation ΔGR1. Synchronization determining means 104, and whether or not the actual gear ratio change amount ΔGR / dt (n) when the deviation ΔGR becomes equal to or less than the predetermined deviation ΔGR1 is determined to be equal to or less than the first predetermined change amount α. Shift end determination means 105 for determining the end of shift at the following times.

  Therefore, even when the actual gear ratio GR is indefinite in the coasting state, it is possible to reliably determine the end of the shift at an early stage, and to ensure a stable shift feeling.

  (2) The shift end determining means 105 includes a synchronization time measuring unit 1051 that measures the synchronization time determined to be synchronized by the synchronization determining means 104, and the actual gear ratio change amount ΔGR / dt (n) is the first. Even when the change amount is larger than the predetermined change amount α, a backup determination unit 1052 that determines that the shift is completed when the synchronization time is equal to or longer than the predetermined time T is provided.

  For example, the actual gear ratio change amount suddenly decreases in the synchronization region, and the shift end determination is not delayed again because it does not come out of the synchronization determination region, so that the shift end determination can be performed quickly and reliably. .

  (3) The shift end judging means 105 is a predetermined time changing unit 1053 for shortening the predetermined time T when the actual gear ratio change amount ΔGR / dt is smaller than the second predetermined change amount β larger than the first predetermined change amount α. Equipped with. Specifically, the predetermined time T is calculated based on the actual gear ratio change amount. As a result, a quick shift end determination can be made according to the actual gear ratio change amount.

  (4) Predetermined deviation changing means 106 for increasing the predetermined deviation ΔGR1 is provided when the actual gear ratio change amount ΔGR / dt before being determined to be synchronized by the synchronization determining means 104 is smaller than the first predetermined change amount α. .

  Therefore, it is possible to quickly determine whether to complete the shift and to quickly end the shift itself.

[Other embodiments]
The best mode for carrying out the present invention has been described based on the first embodiment. However, the specific configuration of the present invention is not limited to the first embodiment and does not depart from the gist of the present invention. Any changes in the design of the range are included in the present invention. For example, in the first embodiment, when the actual gear ratio change amount ΔGR / dt (n) at the time of entering the synchronization determination region is larger than the first predetermined change amount α, the count-up is performed and the predetermined time T has elapsed. However, the backup determination may be performed only when the actual gear ratio change amount ΔGR / dt is less than a predetermined value.

Embodiment 1 A schematic configuration of an up-upshift control device for an automatic transmission according to Embodiment 1 is shown. FIG. 3 is a block diagram illustrating each control configuration provided in the automatic transmission controller according to the first embodiment. FIG. 2 is a common speed diagram based on a simplified model of the automatic transmission according to the first embodiment. It is a schematic explanatory drawing showing the shift end judging method of Example 1. FIG. 3 is a schematic diagram illustrating a backup determination method according to the first exemplary embodiment. It is the schematic showing the predetermined deviation change method when the actual gear ratio change amount of Example 1 is small.

Explanation of symbols

11 APO sensor 12 Range position sensor 13 Turbine sensor 14 Output rotation sensor
100 Target gear position setting means
101 Coast running state judgment means
101 Coast state judgment means
102 Actual gear ratio detection means
103 Actual gear ratio change detection means
104 Synchronization judgment means
105 Shift end judgment means
106 Predetermined deviation changing means
107 CVU control means
1051 Synchronization time measurement unit
1052 Backup decision section
1053 Time change part
AT automatic transmission
ATCU automatic transmission controller
B1 First fastening element
CVU control valve unit
ENG engine
GR actual gear ratio
GR * target gear ratio
GR1 Predetermined deviation
T Predetermined time α First predetermined change amount β Second predetermined change amount ΔGR Deviation ΔGR / dt Actual gear ratio change amount ΔGR1 Predetermined deviation

Claims (4)

In an upshift control device for an automatic transmission that releases a one-way clutch and performs an upshift by fastening a fastening side fastening element,
Coast state determining means for determining whether or not the coast running state;
An actual gear ratio detecting means for detecting an actual gear ratio of the automatic transmission;
An actual gear ratio change amount detecting means for detecting an actual gear ratio change amount per time;
Synchronization determination means for determining that the vehicle is in a coasting state and is synchronized when the deviation between the target gear ratio after shifting and the actual gear ratio is equal to or less than a predetermined deviation;
A shift end determining means for determining whether or not the amount of change per time of the actual gear ratio when the deviation is equal to or less than a predetermined deviation is equal to or less than a predetermined amount;
An upshift control device for an automatic transmission, comprising: The upshift control device for an automatic transmission according to claim 1,
The shift end determining means is
A synchronization time measuring unit for measuring a synchronization time determined to be synchronized by the synchronization determination means;
A backup determination unit that determines that the shift is completed when the synchronization time within the predetermined deviation region is equal to or longer than a predetermined time even when the actual gear ratio change amount is larger than a predetermined amount outside the predetermined deviation region; ,
An upshift control device for an automatic transmission, comprising: The upshift control device for an automatic transmission according to claim 2,
An upshift control device for an automatic transmission, characterized in that the shift end determining means has a predetermined time changing section for shortening the predetermined time when the actual gear ratio change amount is larger than the predetermined amount. In the upshift control device for an automatic transmission according to any one of claims 1 to 3,
An automatic is provided, wherein a predetermined deviation changing means for making the predetermined deviation larger than a current value when the actual gear ratio change amount before being determined to be synchronized by the synchronization determining means is smaller than the predetermined amount is provided. Transmission upshift control device.

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