JP2008151252A - Tie-up determining device for vehicular automatic transmission, and shift control device equipped therewith - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a tie-up determining device for making accurate tie-up determination for an automatic transmission which performs gear shifting with clutch-to-clutch operation, and to provide a shift control device equipped therewith. <P>SOLUTION: When gear shifting is performed with clutch-to-clutch operation, a counter rotating speed NC-a calculated in accordance with the rotating speed of a driving wheel is compared with a counter rotating speed NC detected by a sensor. Tie-up determination is made when deviation areas (NC-A, NC-B) as cumulative values for deviations between both NC-a, BC before and after the synchronization of the gear shifting are each larger than a set value and when maximum values (MAX NC-A, MAX NC-B) for differences between both NC-a, NC are each greater than a set value. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to a tie-up determination device for an automatic transmission for a vehicle and a shift control device including the same. In particular, the present invention is a so-called clutch-to-clutch operation in which the release operation of the release side clutch (release side frictional engagement mechanism) and the engagement operation of the engagement side clutch (engagement side frictional engagement mechanism) are performed substantially simultaneously. The present invention relates to a measure for making it possible to accurately determine the occurrence of a tie-up at the time of speed change due to the occurrence of a tie-up (a situation in which the engagement side clutch is engaged relatively faster than the release side clutch is released).

  2. Description of the Related Art Conventionally, there is known an automatic transmission of a type that achieves a desired shift stage among a plurality of shift stages by combining operations of a plurality of clutches (hydraulic friction engagement mechanisms). In such automatic transmissions, it is generally known that gear shifting is performed by releasing or engaging a single friction engagement mechanism by using a one-way clutch, but the structure is complicated. .

  On the other hand, in order to reduce the size and weight of the automatic transmission, the first hydraulic friction engagement mechanism (clutch or brake) is released and the second hydraulic pressure is replaced with the configuration using the one-way clutch. An automatic transmission that employs a clutch-to-clutch shift that switches from a predetermined shift stage to another shift stage by engaging a frictional engagement mechanism (clutch or brake) has been proposed (for example, see Patent Document 1 below) reference).

  In such an automatic transmission that performs clutch-to-clutch shifting, it is desirable to simultaneously perform the releasing operation of the disengaging side clutch and the engaging operation of the engaging side clutch. However, in the situation where the engagement of the engagement side clutch is proceeding too quickly, the shift stage switching operation is not performed smoothly, and so-called tie-up that temporarily enters the interlock state inside the automatic transmission occurs. Will occur. In a situation where such a tie-up occurs, vibration (shift shock) occurs in the vehicle at the time of shifting, which gives an uncomfortable feeling to the occupant.

  For this reason, it is necessary to detect the occurrence of this tie-up and perform the control operation of the automatic transmission so as to eliminate this tie-up. For example, when the occurrence of a tie-up is detected, the progress of the engagement operation of the engagement side clutch is delayed to eliminate the tie-up.

  The following patent documents 2 to 5 have been proposed as methods for determining the occurrence of the tie-up.

  In Patent Document 2, tie-up determination is performed from the difference between the engine rotational speed and the input shaft rotational speed of the transmission during a power-on downshift of clutch-to-clutch shift. Specifically, a tie-up occurs when the difference between the C0 rotation speed (input shaft rotation speed) in the inertia phase and the engine rotation speed is detected and the average value is higher than a predetermined determination value. It comes to judge that it is doing.

  In Patent Document 3, the rotational acceleration of the input shaft of the transmission is detected by a sensor, and the presence or absence of tie-up is determined based on the detected value.

  In Patent Document 4, a decrease in the output shaft rotational speed of the transmission is detected, and it is determined that a tie-up has occurred when it is detected that the rotational speed has greatly decreased.

In Patent Document 5, tie-up determination is performed by driving / driven inversion at the time of downshift in a power-off state. Specifically, a state in which the blow amount, which is a temporary increase amount of the turbine rotation speed, has become substantially zero, and a state in which the engine rotation speed has once decreased from the state exceeding the turbine rotation speed and then returned to the state exceeding it again. A tie-up determination is made by detecting the tie-up.
JP-A-9-280354 JP-A-11-37272 JP 2005-147236 A Japanese Patent Application Laid-Open No. 11-201273 JP 2003-42281 A

  However, since the tie-up determination is performed using the engine rotation speed in the above-mentioned Patent Document 2, the clutch-to-clutch is used when the engine is transiently operated, for example, when the engine rotation speed rapidly increases or decreases. It is difficult to ensure sufficient tie-up determination reliability when a shift is performed.

  Further, in Patent Document 3, the tie-up determination is sufficiently reliable when a clutch-to-clutch shift is performed in a situation where the input shaft rotational acceleration of the transmission greatly changes with the fluctuation of the engine speed. It is difficult to secure.

  Moreover, although the thing of patent document 4 is performing tie-up determination by detecting the fall of the output shaft rotational speed of a transmission, it seems that the output shaft rotational speed of a transmission falls at the time of the uphill driving of a vehicle, etc. Under certain circumstances, it may not be possible to make an accurate tie-up determination.

  Further, in Patent Document 5, tie-up determination is possible only at the time of downshift in a power-off state, and tie-up determination cannot be performed in other vehicle running conditions (for example, power-on state).

  As described above, it has been difficult to secure sufficient reliability in any of the conventional methods for tie-up determination.

  The present invention has been made in view of the above point, and an object of the present invention is to provide a tie-up determination device that enables accurate tie-up determination in an automatic transmission that performs a shift by a clutch-to-clutch operation, and the tie-up determination device. An object of the present invention is to provide a shift control device including a tie-up determination device.

-Solving principle-
The solution principle of the present invention taken to achieve the above object is to determine whether or not a tie-up has occurred based on the amount of twist in the drive system accompanying the occurrence of a tie-up in an automatic transmission. ing. Specifically, the amount of torsion here is the difference between the rotational speed of the shaft whose rotational speed is governed by the drive wheels and the rotational speed of the shaft inside the transmission sensed by a detection means such as a rotational speed sensor. This is a concept that includes not only the twist amount of the shaft itself but also the swing amount when the entire automatic transmission swings around its output shaft as the tie-up occurs.

-Solution-
Specifically, the present invention includes a plurality of friction engagement mechanisms, and shifts by a clutch-to-clutch operation in which a release operation of some friction engagement mechanisms and an engagement operation of other friction engagement mechanisms are performed substantially simultaneously. When performing, it is determined whether or not a "tie-up" has occurred in which the engagement operation of the engagement side frictional engagement mechanism is relatively faster than the release operation of the release side frictional engagement mechanism. Assume a tie-up determination device for a vehicle automatic transmission for determination. For this tie-up determination device, the difference between the drive wheel rotation speed of the vehicle or the transmission output shaft rotation speed and the shaft rotation speed inside the transmission is calculated as the transmission twist amount. Tie-up determination means for determining that tie-up has occurred when the amount is greater than the tie-up determination amount is provided.

  Automatic transmission in situations where a relatively large tie-up occurs when shifting by clutch-to-clutch operation (ie, a tie-up that causes a shift shock that gives the passenger a sense of incongruity: also called “strong tie-up”) Is temporarily interlocked. At this time, the vehicle is running and the drive wheels continue to rotate with almost no change in rotational speed. On the other hand, due to the occurrence of the interlock state accompanying the tie-up, the rotation is restricted by a part of the power transmission path inside the automatic transmission. For this reason, the automatic transmission is in a state of being twisted. For example, it may occur as a twist of a shaft constituting the power transmission path, or may occur as a twist that the entire automatic transmission swings around its output shaft. In the present solution, the amount of twist is obtained from the difference between the drive wheel rotation speed or the transmission output shaft rotation speed and the shaft rotation speed inside the transmission. That is, the difference in rotational speed is obtained as a value correlated with the amount of twist, that is, the tie-up. When the difference in rotational speed (the amount of twist) is larger than a predetermined tie-up determination amount set in advance, it is determined that a tie-up has occurred. According to such a tie-up determination operation, an accurate tie-up determination can be performed without being adversely affected by the fluctuation of the engine speed even when the engine speed varies. In addition, since the presence or absence of a tie-up is not determined based only on the rotational speed of one shaft in the automatic transmission, the reliability of the tie-up determination is high. It is also possible to make an accurate tie-up determination regardless of whether the power is on or off.

  Specific examples of the tie-up determination means include the following. In other words, the amount of twist in one direction due to the occurrence of tie-up and the amount of twist in the reverse direction due to cancellation of the subsequent tie-up are determined from the tie-up determination amount set for each. The tie-up determination means is configured to determine that a tie-up has occurred when the value is larger.

  When the amount of torsion increases, if the cause is due to the occurrence of a tie-up, after the occurrence of a twist due to the interlock state due to the occurrence of a tie-up, the direction reverses to the cancellation of the tie-up Twisting (swaying) occurs. This solution means that a unique twist occurrence state is detected under this tie-up occurrence situation, and the twist occurs in the reverse direction, and the twist amount is larger than a preset tie-up determination amount. In this case, it is determined that a tie-up has occurred. Thereby, the reliability of tie-up determination can be further increased.

  Moreover, the following structure is also mentioned as another solution means for achieving said objective. First, when performing a shift by a clutch-to-clutch operation that includes a plurality of friction engagement mechanisms and performs release operations of some friction engagement mechanisms and engagement operations of other friction engagement mechanisms substantially simultaneously, the release is performed. Automatic transmission for a vehicle that determines whether or not a "tie-up" has occurred in which the engagement operation of the engagement side frictional engagement mechanism is relatively faster than the release operation of the side frictional engagement mechanism A machine tie-up determination device is assumed. For this tie-up determination device, the shaft rotation speed inside the transmission calculated from the driving wheel rotation speed of the vehicle or the transmission output shaft rotation speed, and the shift detected by the rotation speed detecting means attached to the transmission housing. The difference from the shaft rotation speed inside the machine is obtained, and from this difference, the amount of oscillation around the transmission output shaft of the transmission housing is obtained. When this amount of oscillation is greater than the predetermined tie-up judgment amount, tie-up occurs. A tie-up determination means for determining that the tie is up is provided.

  According to this specific matter, the tie-up determination can be performed by capturing the situation in which the transmission housing swings around the transmission output shaft as the tie-up occurs. In other words, when a tie-up occurs and the automatic transmission is temporarily interlocked within the automatic transmission, causing a situation in which the transmission housing rotates in the direction of rotation of the drive wheels (for example, a dive toward the vehicle front side). Since the drive wheel rotation speed hardly changes, the shaft rotation speed (the calculated shaft rotation speed) inside the transmission calculated from the drive wheel rotation speed or the transmission output shaft rotation speed hardly changes. However, since the rotational speed detecting means (sensor) for directly detecting the shaft rotational speed inside the transmission is attached to the transmission housing, the rotational speed detecting means shifts as the transmission housing rotates. It moves in the same direction as the rotation direction of the shaft inside the machine. That is, the relative rotational speed difference between the rotational speed detecting means and the shaft inside the transmission is reduced, and the rotational speed detecting means detects that the shaft rotational speed (sensed shaft rotational speed) inside the transmission has decreased. To do. That is, the difference between the detected shaft rotation speed inside the transmission and the actual shaft rotation speed inside the transmission (the calculated shaft rotation speed calculated from the drive wheel rotation speed or the transmission output shaft rotation speed). Is due to the occurrence of a tie-up. In the present solution, the rotational speed difference is obtained as a value correlated with the size of the tie-up. When the difference in rotational speed is larger than a predetermined tie-up determination amount set in advance, it is determined that a tie-up has occurred. By such a tie-up determination operation, an accurate tie-up determination can be performed without being adversely affected even when the engine rotational speed fluctuates. In addition, since the presence or absence of a tie-up is not determined based only on the rotational speed of one shaft in the automatic transmission, the reliability of the tie-up determination is high. It is also possible to make an accurate tie-up determination regardless of whether the power is on or off.

  Specific examples of the tie-up determination means in this case include the following. In other words, the amount of swaying in one direction around the transmission output shaft of the transmission housing due to the occurrence of tie-up, and the reverse direction side of the transmission housing around the transmission output shaft accompanying the cancellation of tie-up thereafter. The tie-up determination means is configured to determine that a tie-up has occurred when the amount of swinging back is larger than the tie-up determination amount set according to each.

  When the amount of swinging of the transmission housing around the transmission output shaft in one direction increases due to the occurrence of a tie-up, After the occurrence of the oscillating motion, the oscillating motion in the reverse direction (returning) occurs with the cancellation of the tie-up. The present solution means that a unique swing occurrence state is detected under this tie-up occurrence state, and the reverse swing occurs and the swing amount is larger than a preset tie-up determination amount. It is determined that a tie-up has occurred. Thereby, the reliability of tie-up determination can be further increased.

  Further, as a more specific configuration in this case, the tie-up determination means may be configured such that the shaft rotation inside the transmission is calculated from the driving wheel rotation speed or the transmission output shaft rotation speed before the synchronous rotation by the clutch-to-clutch operation. "Rotational difference before synchronous rotation" calculated by subtracting the shaft rotational speed inside the transmission detected by the rotational speed detecting means from the speed, and detected by the rotational speed detecting means after synchronous rotation by clutch-to-clutch operation Calculate the "rotational difference after synchronous rotation" calculated by subtracting the shaft rotation speed inside the transmission calculated from the drive wheel rotation speed or transmission output shaft rotation speed from the shaft rotation speed inside the transmission. These “rotational difference before synchronous rotation” and “rotational difference after synchronous rotation” are larger than the tie-up determination amount set according to each. It is and determines configuration tie-up occurs when.

  The “rotational difference before synchronous rotation” here refers to the rotational difference that occurs due to the interlock state associated with the tie-up, and the “rotational difference after synchronous rotation” This is a rotation difference caused by the rotation. In other words, the situation where the tie-up has occurred and the situation where the tie-up has been resolved are detected by the rotational speed detection means and the shaft rotational speed inside the transmission calculated from the rotational speed of the drive wheels or the transmission output shaft rotational speed. The shaft rotation speed inside the transmission will be reversed, and the difference between these will be obtained both in the situation where the tie-up has occurred and in the situation where the tie-up has been eliminated. Can be determined with high accuracy.

  Note that the shift control device including the tie-up determination device according to each of the above-described solutions is also within the scope of the technical idea of the present invention. That is, when the tie-up determination means of the tie-up determination device for the automatic transmission for a vehicle determines that “there is a tie-up”, the release-side friction engagement mechanism and the engagement-side friction engagement in the clutch-to-clutch operation are performed. A shift control apparatus for an automatic transmission for a vehicle, comprising a tie-up cancellation learning means for performing a learning operation for updating a correction amount of a correction operation toward the tie-up cancellation side with respect to at least one of the engagement operations of the combined mechanism. .

  In this way, when the learning operation for updating the correction amount to the tie-up canceling side is performed in a situation where the accurate tie-up determination is performed by the tie-up determination device, the tie-up canceling operation can be performed without waste. Therefore, it is possible to avoid an excessive increase (underlap) in the engine speed due to an excessively large correction amount to the tie-up cancellation side due to an erroneous determination of the occurrence of tie-up.

  Specific examples of the correction operation to the tie-up canceling side when it is determined that the “tie-up is present” are as follows. That is, the friction engagement mechanism is engaged / released by the action of hydraulic pressure, and the engagement hydraulic pressure is applied from the state where the standby hydraulic pressure is applied in advance. When the tie-up determination unit of the tie-up determination apparatus determines that “tie-up is present”, the tie-up cancellation learning unit corrects the standby hydraulic pressure to be lowered.

  As a result, the progress of the engagement operation of the engagement side frictional engagement mechanism is corrected so as to be relatively delayed from the progress of the release operation of the release side frictional engagement mechanism, and the occurrence of tie-up is eliminated. The switching operation is smoothly performed.

  In the present invention, it is determined whether or not a tie-up has occurred by detecting the amount of transmission torsion associated with the tie-up of the automatic transmission. Therefore, accurate tie-up determination is possible without being affected by disturbances such as fluctuations in engine rotation speed. It is also possible to make an accurate tie-up determination regardless of whether the power is on or off.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. In the present embodiment, a case where the present invention is applied to an automatic transmission mounted on an FF (front engine / front drive) vehicle will be described.

-Configuration of vehicle drive device-
FIG. 1 is a skeleton diagram showing a laterally-mounted vehicle drive device for an FF vehicle. As shown in FIG. 1, the output of an engine 10 composed of a gasoline engine or the like is driven through a torque converter 12 as a fluid transmission device, an automatic transmission 14 for FF drive, and a differential gear device 16 (not shown). It is transmitted to the wheel (front wheel).

  The torque converter 12 is a non-rotating member through a pump impeller 20 connected to the crankshaft 18 of the engine 10, a turbine runner 24 connected to the input shaft 22 of the automatic transmission 14, and a one-way clutch 26. A stator 30 fixed to a housing 28 and a lockup clutch 32 connected to the input shaft 22 via a damper (not shown) are provided.

  The automatic transmission 14 is coaxially disposed on the input shaft 22 and a carrier and a ring gear are connected to each other to thereby form a so-called CR-CR coupled planetary gear mechanism. The first planetary gear device 40 and the second planetary gear device 42, a third planetary gear device 46 disposed coaxially on the counter shaft 44 parallel to the input shaft 22, and the shaft end of the counter shaft 44 are fixed. An output gear 48 that meshes with the differential gear device 16 is provided.

  The components of the planetary gear units 40, 42, 46, that is, the sun gear, the ring gear, and the carrier that rotatably supports the planet gear (pinion gear) meshing with them are selectively selected from each other by the four clutches C0, C1, C2, C3. Or is selectively connected to a housing 28 which is a non-rotating member by three brakes B1, B2 and B3. The two one-way clutches F1 and F2 are engaged with the housing 28 in the rotational direction. Since the differential gear device 16 has a symmetric configuration with respect to the axis (axis of the drive shaft 49), the lower side is omitted in FIG.

  The first planetary gear unit 40, the second planetary gear unit 42, the clutches C0, C1, C2, the brakes B1, B2, and the one-way clutch F1 disposed on the input shaft 22 are used to move forward four steps and reverse one step. The main transmission unit MG is configured.

  The third planetary gear unit 46, the clutch C3, the brake B3, and the one-way clutch F2 arranged on the counter shaft 44 constitute an auxiliary transmission unit, that is, an underdrive unit U / D.

  In the main transmission unit MG, the input shaft 22 is connected to the carrier K2 of the second planetary gear device 42, the sun gear S1 of the first planetary gear device 40, and the second planetary gear device 42 via the clutches C0, C1, and C2. Each is coupled to the sun gear S2. The ring gear R1 of the first planetary gear unit 40 and the carrier K2 of the second planetary gear unit 42 are connected, and the ring gear R2 of the second planetary gear unit 42 and the carrier K1 of the first planetary gear unit 40 are connected to each other. The sun gear S2 of the second planetary gear unit 42 is coupled to the housing 28 via the brake B1, and the ring gear R1 of the first planetary gear unit 40 is coupled to the housing 28 via the brake B2. A one-way clutch F <b> 1 is provided between the carrier K <b> 2 of the second planetary gear device 42 and the housing 28. The first counter gear G1 fixed to the carrier K1 of the first planetary gear device 40 and the second counter gear G2 fixed to the ring gear R3 of the third planetary gear device 46 are meshed with each other.

  In the underdrive unit U / D, the carrier K3 and the sun gear S3 of the third planetary gear unit 46 are connected to each other via the clutch C3, and between the sun gear S3 and the housing 28, which is a non-rotating member. The brake B3 and the one-way clutch F2 are provided in parallel.

  The clutches C0, C1, C2, and C3 and the brakes B1, B2, and B3 (hereinafter simply referred to as the clutch C and the brake B unless otherwise distinguished) are controlled by a hydraulic actuator such as a multi-plate clutch or a band brake. This is a hydraulic friction engagement mechanism, which is activated by excitation or de-energization of the linear solenoids SL1, SL2, SL3, SLT and solenoids DSL, S4, SR of the hydraulic control circuit 84 (see FIG. 3) or a manual shift valve (not shown). By switching the hydraulic circuit, for example, as shown in FIG. 2, the engaged and released states are switched, and depending on the operating position (position) of the shift lever 72 (see FIG. 3), the forward five stages, the reverse one stage, etc. A gear stage is established.

  Note that “1st” to “5th” in FIG. 2 mean the first to fifth gears for forward movement, “N” for neutral, “P” for parking, and “R” for reverse ( Means backward). “◯” means engagement, “×” means release, and “Δ” means engagement only during driving.

  For example, according to the shift pattern shown in FIG. 4, the shift lever 72 includes a parking operation position “P”, a reverse travel operation position “R”, a neutral (power cut-off) position “N”, a forward travel operation position “D”, “4”. ”,“ 3 ”,“ 2 ”,“ L ”. The manual shift valve is mechanically connected to the shift lever 72 and mechanically switches the oil passage according to the operation position.

  In FIG. 2, for example, a 1 → 2 shift or a 2 → 1 shift between the first gear and the second gear is achieved by engaging or releasing the brake B1.

  However, in the 2 → 3 speed change from the second gear to the third gear, the release of the brake B1 and the engagement of the clutch C0 are performed at the same time, and the third gear to the second gear is performed. The 3 → 2 shift is achieved by simultaneously releasing the clutch C0 and engaging the brake B1, and these shifts are so-called clutch-to-clutch operations.

  Further, in the 3 → 4 speed change from the third speed gear stage to the fourth speed gear stage, the release of the clutch C1 and the engagement of the brake B1 are simultaneously performed, and the fourth speed gear stage to the third speed gear stage is performed. The 4 → 3 shift is achieved by simultaneously releasing the brake B1 and engaging the clutch C1, and these shifts are also based on a so-called clutch-to-clutch operation.

  Similarly, in the 2 → 4 shift from the second gear to the fourth gear, the release of the clutch C1 and the engagement of the clutch C0 are performed at the same time, and the fourth gear to the second gear is performed. The 4 → 2 shift is achieved by simultaneously releasing the clutch C0 and engaging the clutch C1, and these shifts are also a shift by a so-called clutch-to-clutch operation.

-Control system configuration-
FIG. 3 is a block diagram showing a control system for controlling the engine 10, the automatic transmission 14, and the like.

  As shown in FIG. 3, a throttle valve 52 that is driven by a throttle actuator 50 is provided in the intake pipe of the engine 10. The opening θ of the throttle valve 52 is controlled in accordance with the operation amount of the accelerator pedal 56.

  Also, an engine speed sensor 58 that detects the speed NE of the engine 10, an intake air quantity sensor 60 that detects the intake air quantity Q of the engine 10, an intake air temperature sensor 62 that detects the temperature TA of the intake air, and the throttle valve 52, a throttle valve opening sensor 64 for detecting the opening θ, a counter rotational speed sensor 65 for detecting the rotational speed NC of the second counter gear G2, a vehicle speed sensor 66 for detecting the vehicle speed V, and a coolant temperature TW of the engine 10. The coolant temperature sensor 68 detects the hydraulic oil temperature, the hydraulic oil temperature sensor 69 detects the hydraulic oil temperature TOIL of the automatic transmission 14, the brake switch 70 detects the operation of a brake pedal (not shown), and the operation position detects the operation position of the shift lever 72. The rotational speed of the sensor 74 and the turbine runner 24, that is, the turbine rotational speed NT (= the input shaft 22) A turbine rotation speed sensor 75 that detects a rotation speed NIN, that is, an output shaft rotation speed of the torque converter 12, a wheel rotation speed sensor 77 that detects a rotation speed NO of a driving wheel (front wheel), and the like are provided. Engine rotational speed NE, intake air amount Q, intake air temperature TA, throttle valve opening θ, counter rotational speed NC, vehicle speed V, engine cooling water temperature TW, hydraulic oil temperature TOIL, brake operating state BK, shift lever 72 Signals such as the operation position Psh, the turbine rotation speed NT, and the wheel rotation speed NO are input to the engine electronic control device 76 and the transmission electronic control device 78.

  The engine electronic control device 76 is a so-called microcomputer provided with a CPU, RAM, ROM, and an input / output interface. The CPU uses the temporary storage function of the RAM to input signals according to a program stored in the ROM in advance. Process and perform various engine controls. For example, the fuel injection valve 80 is controlled to control the fuel injection amount, the igniter 82 is controlled to control the ignition timing, and the opening θ of the throttle valve 52 is increased based on the actual operation amount of the accelerator pedal 56. Control to increase accordingly.

  The shift electronic control unit 78 is also a microcomputer similar to the above, and the CPU processes the input signal in accordance with a program stored in the ROM 79 in advance using the temporary storage function of the RAM, and the linear solenoids SL1, SL2 described above. , SL3, SLT, and solenoids DSL, S4, SR are controlled to drive each valve of the hydraulic control circuit 84 by controlling excitation and non-excitation. That is, for example, a shift determination of the gear position of the automatic transmission 14 and the lockup clutch 32 is executed based on the throttle valve opening θ and the vehicle speed V from a pre-stored shift map (shift map) shown in FIG. The solenoids DSL, S4, and SR of the hydraulic control circuit 84 are switched ON (excitation) and OFF (non-excitation), and the linear solenoids SL1, SL2, SL3, and SLT are excited so that the obtained gear stage and engagement state can be obtained. The state is continuously changed by duty control or the like. The linear solenoids SL1, SL2, and SL3 can directly control the engagement hydraulic pressures of the brake B1 and the clutches C0 and C1, respectively, and a shift shock such as a change in driving force occurs or the durability of the friction material is impaired. These oil pressures are regulated so that they do not occur. The solid line in FIG. 5 is an upshift line, and the broken line is a downshift line. As the vehicle speed V decreases or the throttle valve opening θ increases, the gear ratio (= input rotation speed NIN / output rotation speed). NOUT) can be switched to a low speed gear. In the figure, “1” to “5” mean the first speed gear stage “1st” to the fifth speed gear stage “5th”.

-Clutch-to-clutch operation and tie-up determination operation-
Next, a shift operation involving the clutch-to-clutch operation of the automatic transmission 14 configured as described above and a tie-up determination operation at that time will be described. Here, a description will be given by taking as an example a case where the gear position is changed from the fourth gear position to the second gear position (4 → 2 gear shift) at the time of power-on downshift. That is, the case where the driving state changes from point A to point B in FIG. 5 will be described as an example.

  First, the principle of tie-up determination in this embodiment will be described. In the present embodiment, the rotational speed NO of the driving wheel (front wheel) is detected by the wheel rotational speed sensor 77, and the counter rotational speed NC is detected by the counter rotational speed sensor 65 as described above. The turbine rotation speed sensor 75 also detects the turbine rotation speed NT (the rotation speed of the input shaft 22).

  In this embodiment, the counter rotational speed NC-a calculated based on the rotational speed of the driving wheel detected by the wheel rotational speed sensor 77 and the counter rotational speed detected by the counter rotational speed sensor 65 are used. The tie-up determination is performed by comparing with NC. The counter rotational speed NC-a calculated based on the rotational speed of the driving wheel is obtained by, for example, setting the speed reduction ratio (difference ratio) of the differential gear device 16 or the speed reduction ratio of the third planetary gear device 46 to the rotational speed of the driving wheel. It is calculated based on the number of rotations obtained by multiplication.

  When the tie-up occurs, an interlock state is generated inside the automatic transmission 14, so that the automatic transmission 14 receives the rotational force of the drive wheels and rotates forward around the drive shaft 49 (dive ) Occurs. FIG. 6 shows the mounted state of the engine 10 and the automatic transmission 14 in the front part of the automobile, and the direction of rotation of the automatic transmission 14 toward the front side is indicated by an arrow C. FIG.

  Since the counter rotational speed sensor 65 is attached to the inner surface of the housing 28 of the automatic transmission 14, the counter rotational speed sensor 65 is connected to the counter shaft 44 in a situation where the automatic transmission 14 is rotated (dive). The counter rotation speed NC detected in the same direction is detected as a value lower than the counter rotation speed NC-a calculated based on the rotation speed of the drive wheel. The difference between the detected counter rotational speed NC and the actual counter rotational speed NC-a becomes larger as the tie-up state becomes higher (so-called stronger tie-up).

  In the present embodiment, the tie-up occurrence state is recognized based on the difference between the detected counter rotational speed NC and the counter rotational speed NC-a calculated based on the rotational speed of the drive wheel. The tie-up determination is performed when the occurrence of a relatively large amount occurs (when a predetermined tie-up determination condition is exceeded).

  Hereinafter, a specific tie-up determination operation procedure will be described with reference to the flowchart of FIG. 7 and the timing chart of FIG. The routine shown in FIG. 7 is executed every predetermined time after the engine is started, for example, every several milliseconds. Alternatively, it may be executed every predetermined crank angle.

  First, in step ST1 of FIG. 7, it is determined whether or not a power-on downshift execution condition is satisfied. This condition is determined by the driver operating the accelerator pedal 56 to a large extent and exceeding the downshift line indicated by the broken line in FIG. 5 (upwardly exceeding the downshift line in FIG. 5). To do.

  If the determination in step ST1 is NO, this routine ends. On the other hand, when the execution condition of the power-on downshift is satisfied and the determination is YES, the process proceeds to step ST2, and the current shift operation is a shift operation with a clutch-to-clutch operation (for example, from the fourth speed gear stage described above). It is determined whether or not the shift is to the second gear.

  If the speed change operation does not involve a clutch-to-clutch operation and the determination is NO, this routine is terminated. On the other hand, if the shift operation is accompanied by a clutch-to-clutch operation and the determination is YES, the process proceeds to step ST3 to determine whether or not the “tie-up determination execution condition” is satisfied. The “tie-up determination execution condition” is that the difference between the counter rotational speed NC detected by the counter rotational speed sensor 65 and the turbine rotational speed NT detected by the turbine rotational speed sensor 75 is the progress of the clutch-to-clutch operation. As a result, the difference is reduced to a predetermined rotational speed difference. That is, as shown in FIG. 8, a shift (downshift) instruction from the fourth speed gear stage to the second speed gear stage is issued to start the clutch-to-clutch operation, and the release side clutch (specifically, the clutch C0 ) And the engagement side clutch (specifically, clutch C1) are started, the turbine rotational speed NT approaches the counter rotational speed NC. The difference is that the rotational speed difference between the two is below a predetermined threshold.

  Here, the turbine rotational speed NT to be compared with the counter rotational speed NC is not the actual turbine rotational speed, but the turbine rotational speed NT is corrected by the gear ratio between the counter rotational speed NC and the turbine rotational speed NT. The turbine rotational speed NT is set as a rotational speed equivalent to the counter rotational speed NC, and both are compared. That is, here, a value equivalent to the counter rotational speed NC is obtained by multiplying the turbine rotational speed NT by the gear ratio of the second gear.

  Here, for example, in FIG. 8, the value obtained by multiplying the turbine rotational speed NT by the gear ratio of the second gear stage (see the diagram shown by the solid line in the figure) and the counter rotational speed NC (shown by the broken line in the figure). It is determined that the “tie-up determination execution condition” has been established when the difference in rotational speed between the two and the rotation speed becomes ΔN in the drawing.

  If the “tie-up determination execution condition” is established in step ST3 and the determination is YES, the process proceeds to step ST4, and a tie-up determination operation is executed. In the tie-up determination operation, it is determined that “there is a tie-up” when the following (Condition 1) and (Condition 2) are both satisfied.

(Condition 1)
When the tie-up occurs, an interlock state is generated inside the automatic transmission 14 as described above. Therefore, the automatic transmission 14 receives the rotational force of the drive wheels and rotates (dive) around the drive shaft 49 forward. A situation occurs. In this dive occurrence state, the counter rotation speed sensor 65 moves in the same direction as the rotation direction of the counter shaft 44, and the detected counter rotation speed NC is calculated based on the rotation speed of the drive wheels. It is detected as a value lower than the counter rotation speed NC-a (shown by a one-dot chain line in FIG. 8). For this reason, as shown in FIG. 8, the detected counter rotational speed NC line (the line obtained by multiplying the turbine rotational speed NT by the gear ratio of the second gear stage after synchronization (the line indicated by the solid line in the figure)) ) And the counter rotation speed NC-a calculated based on the rotational speed of the drive wheel (the area NC-A hatched in FIG. 8). ) Is the area corresponding to the size of the tie-up. Specifically, the difference value obtained by subtracting the counter rotational speed NC from the counter rotational speed NC-a is accumulated (this difference is obtained and accumulated every predetermined time (for example, every several μsec). I), the integrated value is stored.

  Further, the maximum value (MAX NC-A) of the difference between the detected counter rotational speed NC and the counter rotational speed NC-a calculated based on the rotational speed of the drive wheel is also a value corresponding to the tie-up size. It becomes.

  Therefore, (Condition 1) is satisfied only when the deviation area (NC−A) is larger than a predetermined set value and the maximum difference (MAX NC−A) is larger than the predetermined set value. . It should be noted that when the difference between the detected counter rotational speed NC and the counter rotational speed NC-a calculated based on the rotational speed of the drive wheel reaches the maximum value (MAX NC-A), the turbine rotational speed NT. And the counter rotational speed NC are synchronized with each other, and the shift to the second gear is achieved.

(Condition 2)
When the tie-up is canceled after the tie-up occurs, the interlock state is released inside the automatic transmission 14, and the automatic transmission 14 that has been rotated forward (dive) until then is used as a rubber. Due to the influence of the reaction force of the mount, the drive wheel rotates in the opposite direction (rotates backward) (see arrow D in FIG. 6). Then, in the occurrence of the sway, the counter rotational speed sensor 65 moves in the direction opposite to the rotational direction of the counter shaft 44, and the detected counter rotational speed NC is based on the rotational speed of the drive wheel. Thus, it is detected as a value higher than the counter rotational speed NC-a calculated in the above. For this reason, as shown in FIG. 8, the deviation between the detected counter rotational speed NC line and the counter rotational speed NC-a line calculated based on the rotational speed of the drive wheels (rotational difference after synchronous rotation). Is the area corresponding to the amount of the amount of shaking associated with the cancellation of the tie-up (the area NC-B hatched in FIG. 8). Specifically, the difference value obtained by subtracting the counter rotational speed NC-a from the counter rotational speed NC is integrated (this difference is obtained and integrated every predetermined time (for example, every several μsec). I), the integrated value is stored.

  Further, the maximum value (MAX NC-B) of the difference between the detected counter rotational speed NC and the counter rotational speed NC-a calculated based on the rotational speed of the drive wheel is also in accordance with the magnitude of the amount of shaking. Value.

  Therefore, (Condition 2) is satisfied only when the deviation area (NC−B) is larger than a predetermined set value and the maximum difference (MAX NC−B) is larger than the predetermined set value. .

  Each set value used in the above (Condition 1) and (Condition 2) depends on the number of shift stages by the clutch-to-clutch operation and the support characteristics (such as elastic modulus) of the mount supporting the automatic transmission 14 in advance. For example, it is set based on a driving experiment (an experiment using a chassis dynamometer) of an automatic transmission.

  As described above, it is determined whether or not (Condition 1) and (Condition 2) are both satisfied. When one of the conditions is not satisfied or when both the conditions are not satisfied, Step ST4 is performed. NO is determined, and “no tie-up” is determined as a tie-up has not occurred, or a tie-up has occurred but a relatively small tie-up (a tie-up that does not cause a shift shock). To finish this routine.

  On the other hand, if both (Condition 1) and (Condition 2) are satisfied and a YES determination is made in Step ST4 (“tie-up determination” is determined by the tie-up determination means), the process proceeds to Step ST5 and tie-up learning is performed. Control (learning operation by tie-up cancellation learning means) is executed. This tie-up learning control is a learning control for eliminating the tie-up. Specifically, the current downshift apply is applied so that the hydraulic pressure (downshift apply hydraulic pressure: standby hydraulic pressure) applied to the clutch becomes low before the engagement operation of the engagement side clutch (clutch C1) starts. The downshift apply oil pressure is updated by correcting only the learning correction oil pressure with respect to the oil pressure (downshift apply oil pressure ← current downshift apply oil pressure + learning correction oil pressure (negative value)). The operation timing is delayed to avoid the occurrence of tie-up.

  In the above description, the tie-up determination operation in the case of a power-on downshift and when the gear shifts from the fourth gear to the second gear (4 → 2) is described as an example. . The tie-up determination operation is similarly performed not only in this but also in other speed change operations involving a clutch-to-clutch operation.

  As described above, in this embodiment, the counter rotational speed NC-a calculated based on the rotational speed of the drive wheel detected by the wheel rotational speed sensor 77 and the counter detected by the counter rotational speed sensor 65 are used. The tie-up determination is performed by comparing the rotational speed NC. For this reason, even when the engine speed fluctuates, accurate tie-up determination is possible without being adversely affected by the fluctuation. In addition, since the presence or absence of a tie-up is not determined based only on the rotational speed of one shaft in the automatic transmission, the reliability of the tie-up determination is high. It is also possible to make an accurate tie-up determination regardless of whether the power is on or off. In this way, the tie-up determination can be accurately performed under any circumstances, and the tie-up learning control is executed accordingly. Shifting operation of the gear stage can be performed.

-Other embodiments-
In the embodiment described above, the case where the present invention is applied to the automatic transmission 14 mounted on the FF vehicle has been described. The present invention is not limited to this, and can also be applied to an automatic transmission mounted on an FR vehicle or other type of vehicle.

  Further, in the above embodiment, the automatic transmission 14 rotates forward around the drive shaft 49 as the tie-up occurs, so that the calculation is performed based on the rotational speed of the driving wheel detected by the vehicle speed sensor 66. A case has been described in which a difference occurs between the counter rotational speed NC-a to be detected and the counter rotational speed NC detected by the counter rotational speed sensor 65, and the tie-up determination is performed by comparing these. The counter rotational speed NC-a calculated based on the rotational speed of the drive wheel is not limited to such a situation, and even when a shaft twist occurs in the automatic transmission 14 due to the occurrence of a tie-up. Since there is a difference from the counter rotational speed NC detected by the counter rotational speed sensor 65, it is possible to perform accurate tie-up determination according to the present invention even in such a situation. . Further, according to the present invention, even when both the forward rotation of the automatic transmission 14 due to the occurrence of the tie-up and the torsion of the shaft inside the automatic transmission 14 occur at the same time, the present invention is accurate. Tie-up determination can be performed.

  In the above embodiment, the tie-up determination is performed by comparing the counter rotational speed NC-a calculated based on the rotational speed of the driving wheel with the counter rotational speed NC detected by the counter rotational speed sensor 65. It was. The present invention is not limited to this, and the tie-up determination is made by comparing the counter rotational speed NC-a calculated based on the rotational speed of the drive wheel with the turbine rotational speed NT detected by the turbine rotational speed sensor 75. You may make it perform. In addition, the driving wheel rotational speed NO detected by the wheel rotational speed sensor 77 and the counter rotational speed NC detected by the counter rotational speed sensor 65 are compared, or the driving wheel rotational speed NO and the turbine rotational speed NT are compared. The tie-up determination may be performed by comparing them.

  In addition, in the above embodiment, when the tie-up determination device determines that “tie-up is present”, the downshift apply hydraulic pressure is updated so that the hydraulic pressure (downshift apply hydraulic pressure) to be applied to the engagement side clutch is reduced. Was. The present invention is not limited to this, and the tie-up may be eliminated by delaying the engagement operation start timing of the engagement side clutch (delaying the hydraulic pressure supply timing). Further, the tie-up may be canceled by controlling the operation of the disengagement side clutch instead of controlling the operation of the engagement side clutch (for example, the release timing of the hydraulic pressure for the disengagement side clutch is advanced).

It is a skeleton figure which shows the structure of the vehicle drive device of FF vehicle. It is a figure which shows the relationship between the combination of the action | operation of a clutch and a brake in an automatic transmission, and the gear stage established by it. It is a block diagram which shows the control system for controlling an engine and an automatic transmission. It is a figure which shows the shift pattern of a shift lever. It is a figure which shows the shift map used for the shift control of an automatic transmission. It is a side view of the front part of a vehicle for explaining the rocking state of an automatic transmission at the time of tie-up generation. It is a flowchart figure which shows the procedure of a tie-up determination operation | movement. It is a timing chart figure which shows the change of counter rotation speed at the time of tie-up generation, and turbine rotation speed.

Explanation of symbols

14 Automatic transmission 28 Transmission housing 49 Drive shaft (transmission output shaft)
65 Counter rotational speed sensor (rotational speed detection means)
75 Turbine rotational speed sensor (rotational speed detection means)
77 Wheel rotation speed sensor C Clutch (friction engagement mechanism)
B brake (friction engagement mechanism)
NO Drive wheel rotational speed NC Counter rotational speed (shaft rotational speed inside the transmission)
NT Turbine rotation speed (shaft rotation speed inside transmission)

Claims (7)

A plurality of friction engagement mechanisms, and when performing a shift by a clutch-to-clutch operation in which a release operation of some friction engagement mechanisms and an engagement operation of other friction engagement mechanisms are performed substantially simultaneously, The automatic transmission for a vehicle determines whether or not a “tie-up” has occurred in which the engagement operation of the engagement side frictional engagement mechanism is relatively faster than the release operation of the engagement mechanism. In the tie-up determination device,
When the difference between the vehicle drive wheel rotation speed or transmission output shaft rotation speed and the shaft rotation speed inside the transmission is calculated as a transmission twist amount, and this transmission twist amount is larger than a predetermined tie-up determination amount A tie-up determination device for an automatic transmission for a vehicle, comprising tie-up determination means for determining that a tie-up has occurred. In the vehicle automatic transmission tie-up determination device according to claim 1,
The tie-up determination means includes a tie-up amount that is set in accordance with the amount of twist in one direction accompanying the occurrence of tie-up and the amount of twist in the reverse direction accompanying subsequent cancellation of tie-up. A tie-up determination device for an automatic transmission for a vehicle, wherein the tie-up determination device is configured to determine that a tie-up has occurred when the amount is larger than a determination amount. A plurality of friction engagement mechanisms, and when performing a shift by a clutch-to-clutch operation in which a release operation of some friction engagement mechanisms and an engagement operation of other friction engagement mechanisms are performed substantially simultaneously, The automatic transmission for a vehicle determines whether or not a “tie-up” has occurred in which the engagement operation of the engagement side frictional engagement mechanism is relatively faster than the release operation of the engagement mechanism. In the tie-up determination device,
The shaft rotation speed inside the transmission calculated from the vehicle driving wheel rotation speed or the transmission output shaft rotation speed, and the shaft rotation speed inside the transmission detected by the rotation speed detecting means attached to the transmission housing. A tie-up is determined by obtaining a difference, obtaining a swing amount around the transmission output shaft of the transmission housing from the difference, and determining that a tie-up has occurred when the swing amount is greater than a predetermined tie-up determination amount. A tie-up determination device for an automatic transmission for vehicles, comprising a determination means. In the vehicle automatic transmission tie-up determination device according to claim 3,
The tie-up determination means includes a swing amount of the transmission housing around the transmission output shaft when the tie-up occurs in one direction, and a reverse of the transmission housing around the transmission output shaft when the tie-up is canceled. For a vehicle characterized in that it is determined that a tie-up has occurred when the amount of swaying back in the direction side is larger than a tie-up determination amount set in accordance with each. Automatic transmission tie-up determination device. In the vehicle automatic transmission tie-up determination device according to claim 4,
The tie-up determination means is a transmission detected by the rotation speed detection means from the shaft rotation speed inside the transmission calculated from the drive wheel rotation speed or the transmission output shaft rotation speed before the synchronous rotation by the clutch-to-clutch operation. From the “rotational difference before synchronous rotation” calculated by subtracting the internal shaft rotational speed and the shaft rotational speed inside the transmission detected by the rotational speed detecting means after synchronous rotation by the clutch-to-clutch operation, The "rotational difference after synchronous rotation" calculated by subtracting the shaft rotational speed inside the transmission calculated from the rotational speed or the transmission output shaft rotational speed is obtained. It is determined that a tie-up has occurred when the `` post-rotation difference '' is greater than the tie-up determination amount set accordingly. Tie-up decision device for a vehicular automatic transmission, characterized in that it is configured.   The release side in the clutch-to-clutch operation when the tie-up determination means of the tie-up determination device for a vehicle automatic transmission according to any one of claims 1 to 5 determines that "there is a tie-up". Tie-up cancellation learning means for performing a learning operation for updating the correction amount of the correction operation toward the tie-up cancellation side for at least one of the release operation of the friction engagement mechanism and the engagement operation of the engagement-side friction engagement mechanism. A shift control apparatus for an automatic transmission for a vehicle, comprising: In the shift control device for an automatic transmission for a vehicle according to claim 6,
The friction engagement mechanism performs an engagement / release operation by the action of hydraulic pressure. In the engagement operation, the hydraulic pressure for engagement is applied from a state in which standby hydraulic pressure is applied in advance. ,
The tie-up cancellation learning unit is configured to correct the standby hydraulic pressure to be lower when the tie-up determination unit of the tie-up determination device determines that “there is a tie-up”. Shift control device for automatic transmission.

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