JP2009191957A - Vehicle control device and control method - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To reduce a shifting time while suppressing a shift shock in the early stage of learning in a vehicle which performs the hydraulic learning of an engaging side friction element while carrying out torque-down control in an upshift gear change time. <P>SOLUTION: When torque-down start conditions are established (Yes in S504) during upshift gear change control (Yes in S500) and in a power-on state (Yes in S502), an ECU starts engine torque-down (S506). The ECU further computes a difference β between an input shaft rotating speed NT and a synchronous rotating speed after the upshift (S508), determines the learning progress of target oil pressure used for the hydraulic control of the engaging side friction element (S510, S516), and expedites torque reset start timing corresponding to the difference β and reduces a torque increase rate when the learning has progressed in comparison with the case when not progressed (S512, S514, S518, S520, S522, S524). <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to control of a vehicle equipped with an automatic transmission, and in particular, temporarily outputs an output torque of a power source during an upshift in a state where power is transmitted from the power source to the wheels (hereinafter also referred to as a power-on state). The present invention relates to control of a vehicle that executes torque-down control for reducing the speed.

  Conventionally, in order to finish upshifting in an automatic transmission in a short time, torque down control for temporarily reducing engine torque may be executed during upshifting in a power-on state. For example, Japanese Patent Laying-Open No. 10-184410 (Patent Document 1) discloses a technique for performing torque-down control based on hydraulic pressure supplied to an engagement side clutch.

  The control device disclosed in this publication includes an automatic transmission mechanism that switches a transmission path to output to the output side by engaging or releasing a plurality of friction engagement elements, and a hydraulic circuit that switches the hydraulic pressure of the friction engagement elements. The shift of the automatic transmission provided with is controlled.

  The control device includes an input rotation speed detection unit that detects the rotation speed on the input side, a pressure adjustment unit that adjusts the hydraulic pressure of the friction engagement element, an engine operation unit that operates output torque of the engine, and an engagement side friction. Hydraulic pressure that issues a hydraulic pressure increase command to the hydraulic servo of the frictional engagement element on the engagement side before the hydraulic pressure of the engagement element reaches the target hydraulic pressure immediately before the input side rotational change occurs (immediately before the start of the inertia phase) The control unit includes an engine control unit that issues a torque down command to the engine operation unit in synchronization with the hydraulic pressure of the engagement side frictional engagement element reaching the target hydraulic pressure.

  The engine control unit increases (returns) the reduced engine torque when the input shaft rotation speed almost reaches the synchronized rotation speed after the shift (when the shift is almost completed). The hydraulic pressure control unit calculates a target rotation change rate that is a target of the input side rotation change when the target hydraulic pressure is reached, and based on the detection value of the input rotation number detection unit, at the start of the rotation change of the input side rotation number The rotation change rate is calculated, and the target hydraulic pressure is learned and corrected based on the target rotation change rate and the rotation change rate.

  According to the control device disclosed in this publication, the torque reduction is started when the hydraulic pressure of the engagement side frictional engagement element reaches the target hydraulic pressure in a state immediately before the start of the inertia phase. Torque down can be started. Therefore, fluctuations in the output shaft torque at the initial stage of engagement can be suppressed, and shock can be reduced.

Furthermore, by comparing the actual rotational change rate with the target rotational change rate and learning and correcting the target hydraulic pressure based on the comparison value, the target hydraulic pressure can always be set immediately before the rotational change occurs. Therefore, optimal torque down control can be performed.
JP-A-10-184410 JP 2005-273468 A Japanese Patent No. 3536343

  However, when the engine torque is restored when the input shaft rotation speed almost reaches the synchronized rotation speed after the shift as in the control device disclosed in Patent Document 1, the following problems occur at the initial learning stage of the target hydraulic pressure. There is.

  That is, the torque capacity of the friction engagement elements varies for each friction engagement element due to individual differences of friction materials. Therefore, in the initial stage of learning, the actual rotational change rate does not converge to the target rotational change rate, and the input shaft rotational speed may rapidly decrease at a change rate larger than the target rotational change rate.

  In such a case, if the torque reduction is continued until the input shaft rotation speed almost reaches the synchronous rotation speed after the shift, the actual torque return is terminated due to the influence of the return delay of the actual torque with respect to the torque return command. There is a case where a shock (retraction shock) due to a decrease in the output shaft torque may occur due to not being in time for (the timing at which the input shaft rotation speed reaches the synchronous rotation speed after shifting).

  Patent Document 1 does not disclose any technique for suppressing such a shift shock in the initial stage of hydraulic pressure learning.

  The present invention has been made to solve the above-described problems, and an object of the present invention is to provide a vehicle that executes torque-down control and learns the hydraulic pressure of the engagement side friction element during power-on upshift. Another object of the present invention is to provide a control device and a control method capable of shortening a shift time while suppressing a shift shock in the initial stage of learning.

  A control device according to a first aspect of the invention controls a vehicle including a power source and an automatic transmission having an input shaft connected to the power source. The automatic transmission includes a friction engagement element that is engaged during an upshift and a pressure adjustment mechanism that adjusts the hydraulic pressure of the friction engagement element. The control device includes a hydraulic control means for controlling the pressure adjusting mechanism so as to adjust the hydraulic pressure based on the hydraulic pressure value estimated to start the inertia phase in the upshift during the upshift. Detection means for detecting the rotation speed of the input shaft, calculation means for calculating a reduction rate in the inertia phase of the rotation speed detected by the detection means, and a reduction rate calculated by the calculation means are determined in advance. Learning means for correcting and learning the hydraulic pressure value so as to converge to the target reduction rate, and when a predetermined condition is established at the time of upshift, the output torque of the power source is temporarily reduced. And a return means for returning the output torque reduced by the reduction means based on the degree of convergence of the reduction rate to the target reduction rate. The control method according to the ninth aspect has the same requirements as the control device according to the first aspect.

  In the control device according to the second invention, in addition to the configuration of the first invention, the return means determines the achievement level determination means for determining the achievement level of the learning of the hydraulic pressure value by the learning means based on the degree of convergence. And torque return means for returning the reduced output torque in accordance with the degree of achievement determined by the degree of achievement determination means. The control method according to the tenth invention has the same requirements as the control device according to the second invention.

  In the control device according to the third aspect of the invention, in addition to the configuration of the second aspect of the invention, the torque return means has a torque increase start timing and a torque increase rate when the reduced output torque is returned according to the achievement level. Change at least one of the following. The control method according to the eleventh invention has the same requirements as the control device according to the third invention.

  In the control device according to the fourth aspect of the invention, in addition to the configuration of the third aspect of the invention, when the achievement level is the unachieved side, the torque return means sets the torque increase start timing compared to the achieved side. Make it fast. The control method according to the twelfth invention has the same requirements as the control device according to the fourth invention.

  In the control device according to the fifth aspect of the invention, in addition to the configuration of the fourth aspect of the invention, when the achievement level is the unachieved side, the torque return means sets the torque increase start timing compared to the achieved side. In addition to speeding up, decrease the torque increase rate. The control method according to the thirteenth aspect has the same requirements as the control device according to the fifth aspect.

  In the control device according to the sixth aspect of the invention, in addition to the configuration of the third aspect of the invention, the torque return means increases the rate of increase in torque when the achievement level is the achievement side compared to the case where the achievement degree is the non-achievement side. To do. The control method according to the fourteenth invention has the same requirements as those of the control device according to the sixth invention.

  In the control device according to the seventh invention, in addition to the configuration of any one of the third to sixth inventions, at least one of the torque increase start timing and the torque increase rate is determined according to the achievement level by the torque return means. And a means for changing the target reduction rate in response to the change. The control method according to the fifteenth aspect has the same requirements as the control device according to the seventh aspect.

  In the control device according to the eighth aspect of the invention, in addition to the configuration of any one of the first to seventh aspects, the hydraulic pressure control means outputs a hydraulic pressure command value for regulating the hydraulic pressure to the pressure regulating mechanism. Means for increasing the hydraulic pressure command value at the first increase rate until the hydraulic pressure command value exceeds the hydraulic pressure value; and if the hydraulic pressure command value exceeds the hydraulic pressure value, the first increase rate is smaller than the first increase rate. And means for increasing the hydraulic pressure command value at an increase rate of 2. The control method according to the sixteenth invention has the same requirements as those of the control device according to the eighth invention.

  According to the present invention, the output torque of the drive source reduced by the torque down control is restored based on the degree of convergence of the reduction rate of the input shaft rotational speed to the target reduction rate. That is, the return start timing of the output torque and the torque increase rate are changed according to the achievement degree of the hydraulic value learning. Therefore, for example, at the initial stage of learning (when the achievement level of learning is low), the torque return is started early to suppress the drawing shock due to the delay in torque return, and the torque return start timing is gradually increased according to the improvement of the achievement level of learning. The shift time can be shortened by delaying.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. In the following description, the same parts are denoted by the same reference numerals. Their names and functions are also the same. Therefore, detailed description thereof will not be repeated.

  A vehicle equipped with a control device according to an embodiment of the present invention will be described with reference to FIG. This vehicle is an FR (Front engine Rear drive) vehicle. A vehicle other than FR may be used.

  The vehicle includes an engine 1000, an automatic transmission 2000, a torque converter 2100, a planetary gear unit 3000 that forms part of the automatic transmission 2000, a hydraulic circuit 4000 that forms part of the automatic transmission 2000, a propeller shaft 5000, A differential gear 6000, a drive shaft 6100, a rear wheel 7000, and an ECU (Electronic Control Unit) 8000 are included.

  Engine 1000 is an internal combustion engine that burns a mixture of fuel and air injected from an injector (not shown) in a combustion chamber of a cylinder. The piston in the cylinder is pushed down by the combustion, and the crankshaft is rotated. The auxiliary power 1004 such as an alternator and an air conditioner is driven by the driving force of the engine 1000. A motor may be used as a power source instead of or in addition to engine 1000.

  Automatic transmission 2000 is connected to engine 1000 via torque converter 2100. Automatic transmission 2000 shifts the rotational speed of the crankshaft to a desired rotational speed by forming a desired gear stage.

  The driving force output from automatic transmission 2000 is transmitted to left and right rear wheels 7000 via propeller shaft 5000, differential gear 6000, and drive shaft 6100.

  The ECU 8000 includes a vehicle speed sensor 8002, a position switch 8006 of a shift lever 8004, an accelerator opening sensor 8010 of an accelerator pedal 8008, a pedaling force sensor 8014 of a brake pedal 8012, a throttle opening sensor 8018 of an electronic throttle valve 8016, An engine speed sensor 8020, an input shaft speed sensor 8022, and an output shaft speed sensor 8024 are connected via a harness or the like.

  Vehicle speed sensor 8002 detects vehicle speed V from the rotational speed of drive shaft 6100. The position switch 8006 detects the position (shift position) SP of the shift lever 8004. The accelerator opening sensor 8010 detects the opening (accelerator opening) ACC of the accelerator pedal 8008. The pedaling force sensor 8014 detects the pedaling force of the brake pedal 8012 (the force with which the driver steps on the brake pedal 8012). The throttle opening sensor 8018 detects the opening (throttle opening) TH of the electronic throttle valve 8016. The engine speed sensor 8020 detects a crankshaft speed (engine speed) NE of the engine 1000. Input shaft rotational speed sensor 8022 detects input shaft rotational speed (turbine rotational speed of torque converter 2100) NT of automatic transmission 2000. Output shaft rotational speed sensor 8024 detects the rotational speed (output shaft rotational speed) NOUT of the output shaft of automatic transmission 2000. Each of these sensors transmits a signal representing the detection result to ECU 8000.

  ECU 8000 is sent from vehicle speed sensor 8002, position switch 8006, accelerator opening sensor 8010, pedal effort sensor 8014, throttle opening sensor 8018, engine speed sensor 8020, input shaft speed sensor 8022, output shaft speed sensor 8024, and the like. Based on the received signal, the map stored in the ROM, and the program, the devices are controlled so that the vehicle is in a desired running state.

  In the present embodiment, ECU 8000 has the forward 1st to 8th gears when the shift lever 8004 is in the D (drive) position and the D (drive) range is selected as the shift range of automatic transmission 2000. Automatic transmission 2000 is controlled so that one of these gears is formed. The automatic transmission 2000 can transmit a driving force to the rear wheel 7000 by forming any one of the first to eighth forward gears. The gear stage to be formed is determined based on a shift diagram created in advance by experiments or the like using the vehicle speed and the accelerator opening as parameters.

  The gear stage that can be formed in the D range is not limited to the forward 1st to 8th gear, and may be, for example, the forward 1st to 8th gear, or a higher gear than the 8th gear. May be formed.

  In the present embodiment, ECU 8000 is described as one unit, but ECU 8000 may be divided into two or more units. For example, the ECU 8000 includes an engine ECU that controls the engine 1000 and an ECT (Electronic Controlled Transmission) _ECU that controls the automatic transmission 2000 so that the engine ECU and the ECT_ECU can transmit and receive signals to and from each other. It may be.

  The planetary gear unit 3000 will be described with reference to FIG. Planetary gear unit 3000 is connected to a torque converter 2100 having an input shaft 2102 coupled to the crankshaft.

  The planetary gear unit 3000 includes a front planetary 3100, a rear planetary 3200, a C1 clutch 3301, a C2 clutch 3302, a C3 clutch 3303, a C4 clutch 3304, a B1 brake 3311, a B2 brake 3312, and a one-way clutch (F). 3320.

  The front planetary 3100 is a double pinion type planetary gear mechanism. Front planetary 3100 includes a first sun gear (S1) 3102, a pair of first pinion gears (P1) 3104, a carrier (CA) 3106, and a ring gear (R) 3108.

  The first pinion gear (P1) 3104 meshes with the first sun gear (S1) 3102 and the first ring gear (R) 3108. The first carrier (CA) 3106 supports the first pinion gear (P1) 3104 so that it can revolve and rotate.

  First sun gear (S1) 3102 is fixed to gear case 3400 so as not to rotate. First carrier (CA) 3106 is coupled to input shaft 3002 of planetary gear unit 3000.

  The rear planetary 3200 is a Ravigneaux type planetary gear mechanism. The rear planetary 3200 includes a second sun gear (S2) 3202, a second pinion gear (P2) 3204, a rear carrier (RCA) 3206, a rear ring gear (RR) 3208, a third sun gear (S3) 3210, a third Pinion gear (P3) 3212.

  Second pinion gear (P2) 3204 meshes with second sun gear (S2) 3202, rear ring gear (RR) 3208, and third pinion gear (P3) 3212. Third pinion gear (P3) 3212 meshes with third sun gear (S3) 3210 in addition to second pinion gear (P2) 3204.

  The rear carrier (RCA) 3206 supports the second pinion gear (P2) 3204 and the third pinion gear (P3) 3212 so that they can revolve and rotate. Rear carrier (RCA) 3206 is coupled to one-way clutch (F) 3320. The rear carrier (RCA) 3206 becomes non-rotatable when driving the first gear (when traveling using the driving force output from the engine 1000). Rear ring gear (RR) 3208 is coupled to output shaft 3004 of planetary gear unit 3000.

  The one-way clutch (F) 3320 is provided in parallel with the B2 brake 3312. That is, the outer race of the one-way clutch (F) 3320 is fixed to the gear case 3400, and the inner race is connected to the rear carrier (RCA) 3206.

  FIG. 3 shows an operation table showing the relationship between each gear position and the operation state of each clutch and each brake. By operating the brakes and the clutches in the combinations shown in the operation table, a forward 1st to 8th gear and a reverse 1st and 2nd gear are formed.

  For example, when forming a second gear, ECU 8000 engages C1 clutch 3301 and B1 brake 3311 and releases the other clutches and brakes.

  For example, when upshifting from the second speed to the third speed, the ECU 8000 decreases the engagement hydraulic pressure of the B1 brake 3311 while releasing the B1 brake 3311 while maintaining the C1 clutch 3301 in the engaged state, and C3 The engagement hydraulic pressure of the clutch 3303 is increased and the C3 clutch 3303 is engaged.

  The main part of the hydraulic circuit 4000 will be described with reference to FIG. The hydraulic circuit 4000 is not limited to the one described below.

  The hydraulic circuit 4000 includes an oil pump 4004, a primary regulator valve 4006, a manual valve 4100, a solenoid modulator valve 4200, an SL1 linear solenoid (hereinafter referred to as SL (1)) 4210, and an SL2 linear solenoid (hereinafter referred to as “the solenoid valve”). SL2 (described as SL (4)) 4220, SL3 linear solenoid (hereinafter referred to as SL (3)) 4230, SL4 linear solenoid (hereinafter referred to as SL (4)) 4240, and SL5 linear solenoid (hereinafter referred to as SL (3)). , SL (5)) 4250, SLT linear solenoid (hereinafter referred to as SLT) 4300, and B2 control valve 4500.

  Oil pump 4004 is connected to the crankshaft of engine 1000. As the crankshaft rotates, the oil pump 4004 is driven to generate hydraulic pressure.

  The hydraulic pressure generated by the oil pump 4004 is regulated by the primary regulator valve 4006 to generate a line pressure. Primary regulator valve 4006 operates using the throttle pressure regulated by SLT 4300 as a pilot pressure. The line pressure is supplied to the manual valve 4100 via the line pressure oil passage 4010.

  Manual valve 4100 includes a drain port 4105. From the drain port 4105, the oil pressure in the D range pressure oil passage 4102 and the R range pressure oil passage 4104 is discharged.

  When the spool of the manual valve 4100 is in the D position, the line pressure oil passage 4010 and the D range pressure oil passage 4102 are communicated, and hydraulic pressure is supplied to the D range pressure oil passage 4102. At this time, the R range pressure oil passage 4104 and the drain port 4105 are communicated, and the R range pressure of the R range pressure oil passage 4104 is discharged from the drain port 4105.

  When the spool of the manual valve 4100 is in the R position, the line pressure oil passage 4010 and the R range pressure oil passage 4104 are communicated, and the oil pressure is supplied to the R range pressure oil passage 4104. At this time, the D range pressure oil passage 4102 and the drain port 4105 are communicated, and the D range pressure in the D range pressure oil passage 4102 is discharged from the drain port 4105.

  When the spool of the manual valve 4100 is in the N position, both the D range pressure oil passage 4102 and the R range pressure oil passage 4104 are connected to the drain port 4105, and the D range pressure and R of the D range pressure oil passage 4102 are communicated. The R range pressure of the range pressure oil passage 4104 is discharged from the drain port 4105.

  The hydraulic pressure supplied to the D range pressure oil path 4102 is finally supplied to the C1 clutch 3301, the C2 clutch 3302, and the C3 clutch 3303. The hydraulic pressure supplied to the R range pressure oil passage 4104 is finally supplied to the B2 brake 3312.

  The solenoid modulator valve 4200 adjusts the hydraulic pressure (solenoid modulator pressure) supplied to the SLT 4300 to a constant pressure using the line pressure as the original pressure.

  SL (1) 4210 regulates the hydraulic pressure supplied to the C1 clutch 3301. SL (2) 4220 regulates the hydraulic pressure supplied to C2 clutch 3302. SL (3) 4230 regulates the hydraulic pressure supplied to the C3 clutch 3303. SL (4) 4240 regulates the hydraulic pressure supplied to C4 clutch 3304. SL (5) 4250 regulates the hydraulic pressure supplied to the B1 brake 3311.

  The SLT 4300 adjusts the solenoid modulator pressure in accordance with a control signal from the ECU 8000 based on the accelerator opening ACC detected by the accelerator opening sensor 8010, and generates a throttle pressure. The throttle pressure is supplied to the primary regulator valve 4006 via the SLT oil passage 4302. The throttle pressure is used as a pilot pressure for the primary regulator valve 4006.

  The B2 control valve 4500 selectively supplies hydraulic pressure from one of the D range pressure oil passage 4102 and the R range pressure oil passage 4104 to the B2 brake 3312. A D range pressure oil passage 4102 and an R range pressure oil passage 4104 are connected to the B2 control valve 4500. The B2 control valve 4500 is controlled by the hydraulic pressure supplied from the SLU solenoid valve (not shown) and the biasing force of the spring.

  When the SLU solenoid valve is on, the B2 control valve 4500 is in the state on the left side in FIG. In this case, the B2 brake 3312 is supplied with the hydraulic pressure adjusted from the D range pressure using the hydraulic pressure supplied from the SLU solenoid valve as a pilot pressure.

  When the SLU solenoid valve is off, the B2 control valve 4500 is in the state on the right side in FIG. In this case, the R range pressure is supplied to the B2 brake 3312.

  FIG. 5 shows a functional block diagram of ECU 8000 which is the control device according to the present embodiment. ECU 8000 includes an input interface (hereinafter referred to as input I / F) 8100, a calculation processing unit 8200, a storage unit 8300, and an output interface (hereinafter referred to as output I / F) 8400.

  The input I / F 8100 includes an accelerator opening degree ACC from the accelerator opening degree sensor 8010, a vehicle speed V from the vehicle speed sensor 8002, an input shaft speed NT from the input shaft speed sensor 8022, and an output shaft from the output shaft speed sensor 8024. Revolution number NOUT, engine revolution number NE from engine revolution number sensor 8020, and throttle opening degree TH from throttle opening degree sensor 8018 are received and transmitted to arithmetic processing unit 8200.

  Various information, programs, threshold values, maps, and the like are stored in the storage unit 8300, and data is read from or stored in the arithmetic processing unit 8200 as necessary.

  Arithmetic processing unit 8200 includes a hydraulic pressure control unit 8210, a hydraulic pressure learning unit 8220, and a torque down control unit 8230.

  In the upshift, the hydraulic control unit 8210 is for a linear solenoid (engagement side linear solenoid) that adjusts the hydraulic pressure supplied to the engagement side frictional engagement element (a clutch or a brake that is brought into the engagement state from the released state). Release side hydraulic pressure command PA and release side hydraulic pressure command for linear solenoid (release side linear solenoid) for adjusting hydraulic pressure supplied to release side frictional engagement element (clutch or brake released from engaged state) The value PB is set according to the progress of the shift.

  When setting the engagement side hydraulic pressure command value PA, the hydraulic pressure control unit 8210 determines the engagement based on the hydraulic pressure value (target hydraulic pressure) PTA estimated to start the inertia phase in which the rotation change of the input shaft rotational speed NT occurs. The rate of increase of the combined hydraulic pressure command value PA is changed. The target hydraulic pressure PTA is stored in advance in the storage unit 8300 using the input torque (= turbine torque) or a value correlated with the input torque (for example, the throttle opening TH and the engine speed NE) as a parameter. When PA is set, the target hydraulic pressure PTA corresponding to the input torque is read from the storage unit 8300.

  The hydraulic pressure control unit 8210 generates a hydraulic pressure control signal S (PA) corresponding to the engagement side hydraulic pressure command value PA and a hydraulic pressure control signal S (PB) corresponding to the release side hydraulic pressure command value PB, and the engagement side linear It transmits to the solenoid and the release side linear solenoid via the output I / F 8400, respectively. Thereby, the hydraulic pressure according to the engagement side hydraulic pressure command value PA is supplied to the engagement side frictional engagement element, and the hydraulic pressure according to the release side hydraulic pressure command value PB is supplied to the release side frictional engagement element.

  The oil pressure learning unit 8220 learns the target oil pressure PTA used for setting the engagement side oil pressure command value PA in the oil pressure control unit 8210 in the upshift. Specifically, the oil pressure learning unit 8220 calculates an actual decrease rate (a decrease amount per unit time) ΔN in the inertia phase of the input shaft rotational speed NT detected by the input shaft rotational speed sensor 8022, and calculates the calculated actual The target hydraulic pressure PTA is corrected so that the reduction rate ΔN converges to a predetermined target reduction rate ΔNTA, and the target hydraulic pressure PTA before correction stored in the storage unit 8300 is updated with the corrected target hydraulic pressure PTA. .

  The torque down control unit 8230 performs torque down control for temporarily reducing the engine torque by controlling the opening degree (throttle opening degree) TH of the electronic throttle valve 8016 when performing upshift transmission control in the power-on state. Execute. As a result, the input shaft rotational speed NT quickly decreases to the synchronous rotational speed after the upshift, so that the upshift speed is shortened. It should be noted that torque reduction control may be executed by controlling the fuel injection amount of engine 1000 instead of or in addition to throttle opening TH.

  Torque down control unit 8230 includes a torque reduction unit 8232, a learning progress determination unit 8234, and a torque return unit 8236.

  The torque lowering unit 8232 generates a torque control signal for reducing the throttle opening TH when the predetermined condition is satisfied during the upshift transmission control in the power-on state, and the electronic throttle via the output I / F 8400. Sent to valve 8016. Thereby, torque reduction of engine 1000 is started.

  The learning progress determination unit 8234 has a hydraulic pressure learning unit depending on how much the actual decrease rate ΔN of the input shaft rotational speed NT has converged to the target decrease rate ΔNTA (the degree of convergence of the actual decrease rate ΔN to the target decrease rate ΔNTA). The learning progress of the target hydraulic pressure PTA by 8220 is determined. The learning progress here means the degree of learning of the target hydraulic pressure PTA (how much the actual decrease rate ΔN of the input shaft rotational speed NT has converged to the target decrease rate ΔNTA), the learning time, It does not mean learning times, learning history, etc.

  The torque return unit 8236 generates a torque control signal for increasing the throttle opening TH and transmits the torque control signal to the electronic throttle valve 8016 via the output I / F 8400 to recover the lowered engine torque. At this time, the torque return unit 8236 determines the engine torque increase start timing (in this embodiment, the throttle opening TH increase start timing) and the engine torque in accordance with the learning progress determined by the learning progress determination unit 8234. At least one of the torque increase rate when returning (in this embodiment, the increase rate of the throttle opening TH) is changed.

  In the following, the hydraulic control unit 8210, the hydraulic learning unit 8220, and the torque down control unit 8230 are all realized by the CPU that is the arithmetic processing unit 8200 executing the program stored in the storage unit 8300. Although described as functioning as software, it may be realized by hardware. Such a program is recorded on a storage medium and mounted on the vehicle.

  With reference to FIGS. 6-8, a control structure of a program executed when ECU 8000 serving as the control device according to the present embodiment performs hydraulic control in the upshift will be described. FIG. 8 is a timing chart of the engagement side hydraulic pressure command value PA and the release side hydraulic pressure command value PB when the upshift from the second speed to the third speed is performed. When the disengagement side frictional engagement element is the one-way clutch (F) 3320 (specifically, when it is an upshift from the first speed to the second shift), the hydraulic control of the one-way clutch (F) 3320 is Since this is unnecessary, the hydraulic control of the disengagement side frictional engagement element (the process of the flowchart of FIG. 7) is not performed.

  First, a control structure of a program executed when the ECU 8000 controls the hydraulic pressure of the engagement side frictional engagement element will be described with reference to FIGS. 6 and 8.

  In step (hereinafter, step is abbreviated as S) 100, ECU 8000 determines whether or not to upshift based on accelerator opening degree ACC, vehicle speed V, and shift diagram. If it is determined to upshift (YES in S100), the process proceeds to S102. Otherwise (NO in S100), this process ends.

  In S102, ECU 8000 starts counting elapsed time T. The initial value of the elapsed time T is 0.

  In S104, ECU 8000 sets engagement side hydraulic pressure command value PA to predetermined pressure PA (1). The predetermined pressure PA (1) is set to a hydraulic pressure necessary to fill the hydraulic chamber of the engagement side frictional engagement element.

  In S106, ECU 8000 determines whether or not elapsed time T has exceeded predetermined time TA (1). If it exceeds predetermined time TA (1) (YES in S106), the process proceeds to S108. Otherwise (NO in S106), the process returns to S104, and the engagement side hydraulic pressure command value PA is maintained at the predetermined pressure PA (1) until the predetermined time TA (1) has elapsed.

  In S108, ECU 8000 sets engagement side hydraulic pressure command value PA to a predetermined pressure PA (2). The predetermined pressure PA (2) is lower than PA (1), and is set to a pressure that does not cause a rotational change in the input shaft rotational speed NT in any situation.

  In S110, ECU 8000 determines whether or not elapsed time T exceeds predetermined time TA (2). If predetermined time TA (2) is exceeded (YES in S110), the process proceeds to S112. Otherwise (NO in S110), the process returns to S108, and the engagement side hydraulic pressure command value PA is maintained at the predetermined pressure PA (2) until the predetermined time TA (2) elapses.

  In S112, ECU 8000 increases engagement side hydraulic pressure command value PA at a first increase rate having a relatively steep slope. As a result, the engagement torque is increased, and the torque phase is started as shown in FIG.

  In S114, ECU 8000 determines whether or not engagement side hydraulic pressure command value PA exceeds target hydraulic pressure PTA. As described above, the target hydraulic pressure PTA is a hydraulic pressure that is estimated to start the inertia phase, and is set according to the input torque or a value that correlates with the input torque. If the target hydraulic pressure PTA is an appropriate value, as shown in FIG. 8, the inertia phase starts when the engagement side hydraulic pressure command value PA reaches the target hydraulic pressure PTA, and the input shaft rotational speed NT starts to decrease. . When engagement side hydraulic pressure command value PA exceeds target hydraulic pressure PTA (YES in S114), the process proceeds to S116. Otherwise (NO in S114), the process returns to S112, and the engagement side hydraulic pressure command value PA continues to increase at the first increase rate.

  In S116, ECU 8000 increases engagement side hydraulic pressure command value PA at a second increase rate whose slope is gentler than the first increase rate. In this process, the time increase rate of the engagement side hydraulic pressure command value PA may be set more finely based on the amount of change in the input shaft rotational speed NT until the completion of the shift, the elapsed time T, or the like.

  In S118, ECU 8000 determines whether or not input shaft rotational speed NT has decreased to the synchronous rotational speed after the upshift. When input shaft rotational speed NT decreases to the synchronous rotational speed after the upshift (YES in S118), the process proceeds to S120. Otherwise (NO in S118), the process returns to S116, and the increase at the second increase rate of the engagement side hydraulic pressure command value PA is continued.

  In S120, ECU 8000 sets engagement side hydraulic pressure command value PA to engagement pressure PA (3). The engagement pressure PA (3) is higher than PA (1) and PA (2), and is set to a hydraulic pressure that maintains the engagement side frictional engagement element in the engaged state. Thereby, the hydraulic control of the engagement side frictional engagement element is completed.

  Next, a control structure of a program executed when the ECU 8000 controls the hydraulic pressure of the disengagement side frictional engagement element will be described with reference to FIGS. In the flowchart shown in FIG. 7, the same steps as those in the flowchart shown in FIG. 6 are given the same step numbers. The processing for them is the same. Therefore, detailed description thereof will not be repeated here.

  In S200, ECU 8000 determines whether or not elapsed time T has exceeded predetermined time TA (2) (that is, whether or not the increase in engagement hydraulic pressure command value PA at the first increase rate has started and the torque phase has started). Or). If predetermined time TA (2) is exceeded (YES in S200), the process proceeds to S204. Otherwise (NO in S200), the process proceeds to S202.

  In S202, ECU 8000 maintains disengagement hydraulic pressure command value PB at engagement pressure PB (1). That is, as shown in FIG. 8, ECU 8000 maintains disengagement hydraulic pressure command value PB at engagement pressure PB (1) until the torque phase is started. Here, the engagement pressure PB (1) is a hydraulic pressure that maintains the disengagement side frictional engagement element in the engaged state.

  In S204, ECU 8000 decreases release side hydraulic command value PB in accordance with the increase amount of engagement side hydraulic command value PA. Note that the method of decreasing the release side hydraulic pressure command value PB is not limited to this.

  In S206, ECU 8000 determines whether or not release side hydraulic pressure command value PB has reached the minimum value ("0"). When disengagement side oil pressure command value PB becomes the minimum value (YES in S206), this process ends and the oil pressure control of the disengagement side frictional engagement element is completed. Otherwise (NO in S206), the process returns to S204, and the decrease of the release side hydraulic pressure command value PB is continued.

  As described above (see S112, S114, and S116 in FIG. 6), when controlling the hydraulic pressure of the engagement side frictional engagement element, the start of the inertia phase is estimated based on the target hydraulic pressure PTA, and before the start of the inertia phase. The increasing rate of the engagement side hydraulic pressure command value PA is changed after the start.

  In other words, until the engagement side hydraulic pressure command value PA exceeds the target hydraulic pressure PTA (NO in S114), it is estimated that the inertia phase has not yet started, and the engagement side hydraulic pressure command value has a relatively steep slope (first increase rate). PA is increased (S112). If the engagement side hydraulic pressure command value PA exceeds the target hydraulic pressure PTA (YES in S114), it is estimated that the inertia phase has started, and the engagement side hydraulic pressure command value PA is increased with a gentle gradient (second increase rate) ( S116).

  With reference to FIG. 9, a control structure of a program executed when ECU 8000 serving as the control device according to the present embodiment learns target hydraulic pressure PTA will be described.

  In S300, ECU 8000 determines whether the inertia phase in the upshift is started. ECU 8000 determines that the inertia phase has started, for example, when input shaft rotational speed NT does not match the synchronous rotational speed before the upshift. When the inertia phase is started (YES in S300), the process proceeds to S302. Otherwise (NO in S300), this process ends.

  In S302, ECU 8000 calculates actual decrease rate ΔN of input shaft speed NT. In S304, ECU 8000 calculates difference α between actual decrease rate ΔN and a predetermined target decrease rate ΔNTA.

  In S306, ECU 8000 determines whether difference α between actual decrease rate ΔN and target decrease rate ΔNTA is smaller than threshold value A or not. If difference α is smaller than threshold value A (YES in S306), it is assumed that actual decrease rate ΔN has substantially converged to target decrease rate ΔNTA, and the process proceeds to S316 without learning target hydraulic pressure PTA. . Otherwise (NO in S306), the process proceeds to S308.

  In S308, ECU 8000 determines whether or not actual reduction rate ΔN of input shaft speed NT is larger than target reduction rate ΔNTA. If ΔN is larger than ΔNTA (YES in S308), the process proceeds to S310. Otherwise (NO in S308), the process proceeds to S312.

  In S310, ECU 8000 performs correction to decrease target hydraulic pressure PTA by a predetermined value. In S312, ECU 8000 performs correction to increase target hydraulic pressure PTA by a predetermined value. In S314, ECU 8000 updates target oil pressure PTA before correction to target oil pressure PTA after correction.

  In S316, ECU 8000 stores difference α between actual decrease rate ΔN and target decrease rate ΔNTA.

  As the learning of the target hydraulic pressure PTA proceeds, even if the torque capacity of the engagement side frictional engagement element varies for each individual, the actual reduction rate ΔN of the input shaft rotational speed NT is the target reduction rate. It gradually converges to ΔNTA. Therefore, it is possible to suppress the shock or shorten the shift time.

  In addition, when torque down control is executed during upshift transmission control, the start of torque return and the rate of increase are set according to the target decrease rate ΔNTA, so that the end of the shift and the torque return are substantially matched. Smooth shifting can be performed.

  However, as described above, the torque capacity of the engagement side frictional engagement element varies due to the individual difference between the friction material of the engagement side frictional engagement element or the engagement side linear solenoid.

  Therefore, at the initial learning of the target hydraulic pressure PTA, the actual decrease rate ΔN of the input shaft rotational speed NT does not converge to the target decrease rate ΔNTA, and the difference between ΔN and ΔNTA may be quite large. In other words, due to the influence of the variation in torque capacity, the inertia phase may be started before reaching the target hydraulic pressure PTA, or the inertia phase may not be started easily after reaching the target hydraulic pressure PTA.

  If the inertia phase is started before the target hydraulic pressure PTA is reached, the engagement side hydraulic pressure command value PA increases with a steep slope (first increase rate) after the inertia phase starts, so the input shaft rotational speed NT suddenly increases. Decreases and shock occurs.

  For this reason, when torque reduction control is executed in the initial learning stage of the target hydraulic pressure PTA, if torque reduction is continued until just before the end of the shift as in the prior art, torque recovery will not be in time for the end of the shift, resulting in a large decrease in output shaft torque and shock May occur. That is, it is not possible to secure the transmission quality at the initial stage of learning.

  If the torque return timing is uniformly advanced in order to ensure such gear quality at the initial stage of learning, the torque down time is shortened and the torque down execution amount is reduced, so that the input shaft rotational speed NT is reduced only slowly. . Therefore, the shift time cannot be shortened even after learning has progressed.

  Therefore, in the present embodiment, the learning progress of the target hydraulic pressure PTA is determined, and the start timing and the torque increase rate at the time of torque return in the torque down control are changed according to the determined learning progress.

  With reference to FIG. 10, a control structure of a program executed when ECU 8000 serving as the control device according to the present embodiment determines the learning progress of target hydraulic pressure PTA will be described.

  In S400, ECU 8000 reads the difference α between actual decrease rate ΔN and target decrease rate ΔNTA stored in the process of S316 of FIG. 9 described above.

  In S402, ECU 8000 determines whether or not difference α is smaller than threshold value α (1). The threshold value α (1) is a difference between ΔN and ΔNTA when ΔN substantially converges to ΔNTA by learning of the target hydraulic pressure PTA. If difference α is smaller than threshold value α (1) (YES in S402), the process proceeds to S404. Otherwise (NO in S402), the process proceeds to S406.

  In step S404, the ECU 8000 determines that the learning progress of the target hydraulic pressure PTA is the progress A. The progress A indicates that learning of the target hydraulic pressure PTA is most advanced.

  In S406, ECU 8000 determines whether or not difference α is smaller than threshold value α (2). The threshold value α (2) is a value larger than α (1), and is a difference between ΔN and ΔNTA when learning of the target hydraulic pressure PTA proceeds to some extent and ΔN converges to ΔNTA to some extent. If difference α is smaller than threshold value α (2) (YES in S406), the process proceeds to S408. Otherwise (NO in S406), the process proceeds to S410.

  In step S408, the ECU 8000 determines that the learning progress of the target hydraulic pressure PTA is the progress B. The progress B represents that the learning of the target hydraulic pressure PTA is delayed from the progress A, but is progressing from the progress C described later.

  In S410, ECU 8000 determines that the learning progress of target hydraulic pressure PTA is progress C. The progress C indicates that the learning of the target hydraulic pressure PTA is most delayed (behind the progress A and the progress B).

  In S412, ECU 8000 stores the learning progress (any of progress A, progress B, and progress C) of target hydraulic pressure PTA.

  With reference to FIG. 11, a control structure of a program executed when ECU 8000 serving as the control device according to the present embodiment executes torque-down control will be described.

  In S500, ECU 8000 determines whether or not the upshift control is being performed. If upshift transmission control is being performed (YES in S500), the process proceeds to S502. Otherwise (NO in S500), this process ends.

  In S502, ECU 8000 determines whether or not the power is on. For example, ECU 8000 determines that the vehicle is in a power-on state when accelerator pedal opening ACC is greater than a threshold value when the driver steps on accelerator pedal 8008. If the power is on (YES in S502), the process proceeds to S504. Otherwise (NO in S502), the process ends.

  In step S504, the ECU 8000 determines whether a torque reduction start condition is satisfied. For example, ECU 8000 determines that the torque-down start condition is satisfied when input shaft rotational speed NT does not match the synchronous rotational speed before the upshift (that is, when the inertia phase is started). If the torque-down start condition is satisfied (YES in S504), the process proceeds to S506. Otherwise (NO in S504), the process returns to S504 and waits until the torque-down start condition is satisfied.

  In S506, ECU 8000 starts engine torque reduction. ECU 8000 transmits to electronic throttle valve 8016 a torque control signal for decreasing throttle opening TH by a predetermined value.

  In S508, ECU 8000 starts monitoring the difference β between input shaft rotational speed NT and the synchronized rotational speed after the upshift. The synchronous rotation speed after the upshift is calculated based on the output shaft rotation speed NOUT and the speed ratio after the upshift.

  In S510, ECU 8000 determines whether or not the learning progress of target hydraulic pressure PTA (the progress stored in the process of S412 in FIG. 10 described above) is progress A. If progress is A (YES in S510), the process proceeds to S512. Otherwise (NO in S510), the process proceeds to S516.

  In S512, ECU 8000 determines whether or not difference β is smaller than threshold value β (1). The threshold value β (1) is the difference between the input shaft rotational speed NT and the synchronous rotational speed after the upshift at the timing when the upshift is almost completed. If difference β is smaller than threshold value β (1) (YES in S512), the process proceeds to S514. Otherwise (NO in S512), the process returns to S512, and waits until the difference β is smaller than the threshold value β (1).

  In S514, ECU 8000 starts engine torque recovery. The ECU 8000 increases the throttle opening TH, which has been reduced in the process of S506, at an increase rate γ (1). The increase in the throttle opening TH is continued until the throttle opening TH reaches a normal value (a value corresponding to the accelerator opening ACC).

  In S516, ECU 8000 determines whether the learning progress of target hydraulic pressure PTA is progress B or not. If the degree of advance is B (YES in S516), the process proceeds to S518. Otherwise (NO in S516), the process proceeds to S522.

  In S518, ECU 8000 determines whether or not difference β is smaller than threshold value β (2). The threshold value β (2) is a value larger than β (1). If difference β is smaller than threshold value β (2) (YES in S518), the process proceeds to S520. Otherwise (NO in S518), the process returns to S518 and waits until the difference β is smaller than the threshold value β (2).

  In S520, ECU 8000 starts engine torque recovery. The ECU 8000 increases the throttle opening TH, which has been decreased in the process of S506, at the increase rate γ (2). The increase rate γ (2) is a value smaller than γ (1). The increase in the throttle opening TH is continued until the throttle opening TH reaches a normal value (a value corresponding to the accelerator opening ACC).

  In S522, ECU 8000 determines whether or not difference β is smaller than threshold value β (3). The threshold value β (3) is larger than β (1) and β (2). If difference β is smaller than threshold value β (3) (YES in S522), the process proceeds to S524. Otherwise (NO in S522), the process returns to S522, and waits until the difference β is smaller than the threshold value β (3).

  In S524, ECU 8000 starts engine torque recovery. The ECU 8000 increases the throttle opening TH, which has been reduced in the process of S506, at an increase rate γ (3). The increase rate γ (3) is a value smaller than γ (2). The increase in the throttle opening TH is continued until the throttle opening TH reaches a normal value (a value corresponding to the accelerator opening ACC).

  The engine torque controlled by ECU 8000 serving as the control device according to the present embodiment based on the structure and flowchart as described above will be described with reference to FIG.

  As shown in FIG. 12, at time T (1), when the inertia phase in the upshift in the power-on state is started (YES in S500, YES in S502, YES in S504), the engine torque Down is started (S506).

  Here, learning of the target hydraulic pressure PTA is most delayed in the progress C, and for example, compared to the case of the progress A (see the two-dot chain line), the input shaft rotational speed NT is rapidly increased with a reduction rate significantly larger than the target reduction rate ΔNTA. Assuming that In such a case, as shown in FIG. 12, the inertia phase starts before the engagement side hydraulic pressure command value PA reaches the target hydraulic pressure PTA, and a steep gradient (first increase rate) after the start of the inertia phase. This is a case where the engagement side hydraulic pressure command value PA increases.

  In this case, as indicated by the one-dot chain line in FIG. 12, the time when the difference β between the input shaft rotational speed NT and the synchronous rotational speed after the upshift decreases to β (1) as in the case of the progress A. If the increase start timing of the throttle opening TH is delayed until T (3), the input shaft rotation speed NT decreases rapidly, so the time from time T (3) to time T (4) when the shift is completed is Shorter. Therefore, the actual return of engine torque may be delayed from time T (4), and a shock (retraction shock) may occur due to a decrease in output shaft torque.

  Therefore, when the learning progress is progress C (NO in S510, NO in S516), at time T (2) when the difference β decreases to β (3) (> β (1)) (YES in S522). ), An increase in the throttle opening TH is started (S524). As a result, it is possible to secure a time until the end of the shift, and therefore it is possible to prevent actual torque recovery from being delayed from the end of the shift. Therefore, it is possible to suppress the occurrence of the drawing shock.

  Further, in order to prevent the actual decrease rate ΔN of the input shaft speed NT due to the early return of the engine torque from becoming extremely small, the increase rates γ (1) and γ (2) in the case of the progress A and the progress B The throttle opening TH is increased at a small (slow) increase rate γ (3). Thereby, since the torque reduction execution amount gradually decreases, the actual decrease rate ΔN of the input shaft rotational speed NT is suppressed from becoming excessively small. Therefore, it can be suppressed that the shift time becomes extremely long.

  When learning of the target hydraulic pressure PTA proceeds and the learning progress becomes the progress A (YES in S510), the engagement side hydraulic pressure command value PA becomes the target hydraulic pressure PTA as shown by the two-dot chain line. At this point, the inertia phase is started, and the input shaft rotational speed NT decreases with the target decrease rate ΔNTA. Therefore, the throttle opening TH is rapidly increased by γ (1) (> γ (3)) at time T (5) when the difference β decreases to β (1) (that is, the time when the gear shift is almost finished) (S512). YES, S514). Thereby, the return of the engine torque is also completed at substantially the same timing as time T (6) when the upshift is completed.

  As described above, in the control device according to the present embodiment, when the progress (achievement degree) of learning of the target hydraulic pressure PTA is low (when it is an unachieved side), the engine torque reduced by the torque-down control is low. Torque recovery starts earlier than when it is high (when it is the achievement side). Thereby, a drawing-in shock is suppressed. Furthermore, the torque return start timing is gradually delayed in accordance with the improvement of the achievement level of learning. Thereby, the shift time can be shortened according to the improvement of the achievement level of learning.

  In the present embodiment, the learning progress of the target hydraulic pressure PTA is determined in three stages (advance A, progress B, progress C), but the learning progress may be determined more finely than in three stages. . Conversely, the learning progress may be determined in two stages (whether learning has been completed).

  Further, in the present embodiment, the relationship among the increase rates γ (1), γ (2), γ (3) of the throttle opening TH in the processing of S514, S520, S524 in FIG. )> Γ (2)> γ (3), but the relationship of γ (1), γ (2), γ (3) is not limited to this. For example, γ (1) = γ (2) = γ (3) may be set. That is, only the engine torque increase start timing may be changed according to the learning progress of the target hydraulic pressure PTA by the processing of S512, S518, and S522 of FIG.

  In the present embodiment, the relationship between the threshold values β (1), β (2), and β (3) in the processing of S512, S518, and S522 in FIG. 11 is expressed as β (1) <β ( 2) Although described as <β (3), the relationship of β (1), β (2), and β (3) is not limited to this. For example, β (1) = β (2) = β (3) may be set. That is, only the torque increase rate at the time of engine torque recovery may be changed according to the learning progress of the target hydraulic pressure PTA by the processing of S514, S520, and S524 in FIG.

<Modification>
In the control device according to the above-described embodiment, as shown in FIG. 12, when the engine torque is returned early at time T (2), the actual reduction rate ΔN of the input shaft speed NT after time T (2). Is smaller than before time T (2).

  If actual decrease rate ΔN after torque return is used for learning of target hydraulic pressure PTA (the processing of S302 in FIG. 9), it is determined that actual decrease rate ΔN is smaller than target decrease rate ΔNTA (NO in S308). Originally, the target hydraulic pressure PTA should be decreased, but the target hydraulic pressure PTA is increased (S312), and the actual decrease rate ΔN does not converge to the target decrease rate ΔNTA, but conversely, the actual decrease rate ΔN and the target decrease rate The difference α from ΔNTA is further enlarged.

  Further, the actual decrease rate ΔN changes each time the learning achievement level changes and the torque return start timing and the torque increase rate are changed. For this reason, the target hydraulic pressure PTA changes every time the achievement level of learning changes and does not readily converge to a value that should be converged.

  Therefore, in the control device according to the above-described embodiment, the predetermined target decrease rate ΔNTA is changed in correspondence with the change of the engine return timing in accordance with the learning progress of the target hydraulic pressure PTA. Also good.

  For example, the target decrease rate ΔNTA is stored in advance in the storage unit 8300 according to each progress, and the target decrease rate ΔNTA corresponding to each progress is used when executing the processes of S304 and S308 in FIG. To do.

  In this way, even if the actual decrease rate ΔN after torque recovery is used for learning the target hydraulic pressure PTA, the target hydraulic pressure PTA can be made more appropriate by changing the target decrease rate ΔNTA according to the learning progress. Can be corrected to a value. Therefore, regardless of the progress of learning, the target hydraulic pressure PTA can be appropriately learned and converged early with a value that should be converged.

  The embodiment disclosed this time should be considered as illustrative in all points and not restrictive. The scope of the present invention is defined by the terms of the claims, rather than the description above, and is intended to include any modifications within the scope and meaning equivalent to the terms of the claims.

It is a schematic block diagram which shows the power train of a vehicle. It is a skeleton figure which shows the planetary gear unit of an automatic transmission. It is a figure which shows the operation | movement table | surface of an automatic transmission. It is a figure which shows the hydraulic circuit of an automatic transmission. It is a functional block diagram of ECU. It is FIG. (1) which shows the control structure of the program which ECU performs. It is FIG. (2) which shows the control structure of the program which ECU performs. It is a timing chart of the oil pressure command value controlled by ECU. FIG. 6 is a third diagram illustrating a control structure of a program executed by the ECU. It is FIG. (4) which shows the control structure of the program which ECU performs. It is FIG. (5) which shows the control structure of the program which ECU performs. It is a timing chart of the engine torque controlled by ECU.

Explanation of symbols

  1000 engine, 1004 auxiliary machine, 2000 automatic transmission, 2100 torque converter, 2102 input shaft, 3000 planetary gear unit, 3002 input shaft, 3004 output shaft, 3100 front planetary, 3200 rear planetary, 3301 C1 clutch, 3302 C2 clutch, 3303 C3 clutch 3304 C4 clutch, 3311 B1 brake, 3312 B2 brake, 3400 gear case, 4000 hydraulic circuit, 5000 propeller shaft, 6000 differential gear, 6100 drive shaft, 7000 rear wheel, 8000 ECU, 8002 vehicle speed sensor, 8004 shift lever, 8006 position switch , 8008 Accelerator pedal, 8010 Accelerator opening Sensor, 8012 brake pedal, 8014 pedal force sensor, 8016 electronic throttle valve, 8018 throttle opening sensor, 8020 engine speed sensor, 8022 input shaft speed sensor, 8024 output shaft speed sensor, 8100 input I / F, 8200 arithmetic processing Part, 8210 oil pressure control part, 8220 oil pressure learning part, 8230 torque reduction control part, 8232 torque reduction part, 8234 learning progress judgment part, 8236 torque return part, 8300 storage part, 8400 output I / F.

Claims (16)

A vehicle control device including a power source and an automatic transmission having an input shaft connected to the power source, the automatic transmission including a friction engagement element that is engaged during an upshift. A pressure regulating mechanism for regulating the hydraulic pressure of the friction engagement element,
The control device includes:
A hydraulic control means for controlling the pressure regulating mechanism so as to regulate the hydraulic pressure based on a hydraulic pressure value estimated to initiate an inertia phase in the upshift during the upshift;
Detecting means for detecting the rotational speed of the input shaft;
A calculating means for calculating a decrease rate in the inertia phase of the rotational speed detected by the detecting means;
Learning means for correcting and learning the hydraulic value so that the reduction rate calculated by the calculation means converges to a predetermined target reduction rate;
A lowering means for temporarily lowering the output torque of the power source when a predetermined condition is satisfied during the upshift.
And a return means for returning the output torque reduced by the reduction means based on the degree of convergence of the reduction rate to the target reduction rate. The return means includes
An achievement degree judging means for judging an achievement degree of learning of the hydraulic pressure value by the learning means based on the degree of convergence;
The control device according to claim 1, further comprising torque return means for returning the reduced output torque in accordance with the achievement degree determined by the achievement degree determination means.   The control device according to claim 2, wherein the torque return means changes at least one of a torque increase start timing and a torque increase rate when the reduced output torque is recovered according to the achievement level.   4. The control device according to claim 3, wherein when the degree of achievement is an unachieved side, the torque return unit makes the torque increase start timing earlier than when the degree of achievement is an achieved side.   The torque return means reduces the torque increase rate in addition to advancing the torque increase start timing when the degree of achievement is an unachieved side as compared with a case where the achievement level is an unachieved side. The control device described in 1.   The control device according to claim 3, wherein the torque return means increases the torque increase rate when the degree of achievement is an achievement side compared to a case where the achievement is an achievement side.   The control device is a unit for changing the target decrease rate in response to a change in at least one of the torque increase start timing and the torque increase rate according to the achievement level by the torque return unit. The control device according to claim 3, further comprising: The hydraulic control means includes
Means for outputting a hydraulic pressure command value for regulating the hydraulic pressure to the pressure regulating mechanism;
Means for increasing the hydraulic pressure command value at a first increase rate until the hydraulic pressure command value exceeds the hydraulic pressure value;
A means for increasing the hydraulic pressure command value at a second increasing rate smaller than the first increasing rate when the hydraulic pressure command value exceeds the hydraulic pressure value. The control device described. A control method performed by a control unit that controls a vehicle including a power source and an automatic transmission whose input shaft is connected to the power source, and is engaged with the automatic transmission at the time of upshift. A friction engagement element, and a pressure adjusting mechanism for adjusting the hydraulic pressure of the friction engagement element,
The control method is:
A hydraulic control step for controlling the pressure regulating mechanism so as to regulate the hydraulic pressure based on a hydraulic pressure value estimated to start an inertia phase in the upshift during the upshift;
A detection step of detecting the rotational speed of the input shaft;
A calculation step of calculating a reduction rate in the inertia phase of the rotational speed detected in the detection step;
A learning step of correcting and learning the oil pressure value so that the reduction rate calculated in the calculation step converges to a predetermined target reduction rate;
When a predetermined condition is established during the upshift, a reduction step for temporarily reducing the output torque of the power source;
A return step of returning the output torque reduced in the reduction step based on the degree of convergence of the reduction rate to the target reduction rate. The return step includes
An achievement level determining step for determining an achievement level of learning of the hydraulic pressure value in the learning step based on the convergence level;
The control method according to claim 9, further comprising a torque return step of returning the reduced output torque in accordance with the achievement level determined in the achievement level determination step.   The control method according to claim 10, wherein the torque return step changes at least one of a torque increase start timing and a torque increase rate when returning the reduced output torque according to the achievement level.   12. The control method according to claim 11, wherein in the torque return step, when the degree of achievement is an unachieved side, the torque increase start timing is advanced compared to a case where the degree of achievement is an accomplished side.   The torque return step reduces the torque increase rate in addition to advancing the torque increase start timing when the degree of achievement is an unachieved side, as compared with a case where the achievement level is an unachieved side. The control method described in 1.   The control method according to claim 11, wherein in the torque return step, the rate of increase in torque is increased when the degree of achievement is an achievement side compared to a case where the achievement level is an achievement side.   The control method further includes a step of changing the target decrease rate in response to at least one of the torque increase start timing and the torque increase rate being changed according to the achievement level in the torque return step. The control method in any one of Claims 11-14 containing. The hydraulic control step includes
Outputting a hydraulic pressure command value for regulating the hydraulic pressure to the pressure regulating mechanism;
Increasing the hydraulic pressure command value at a first increase rate until the hydraulic pressure command value exceeds the hydraulic pressure value;
The hydraulic pressure command value is increased at a second increase rate smaller than the first increase rate when the hydraulic pressure command value exceeds the hydraulic pressure value, and includes the step of increasing the hydraulic pressure command value. Control method.

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