JP2011002007A - Speed change control device and speed change control method of automatic transmission - Google Patents

Abstract

PROBLEM TO BE SOLVED: To propose a control device and a control method capable of rapidly achieving driving force requested by a driver and compatibly changing speed smoothly while avoiding any interruption of the driving torque.SOLUTION: When a driver requests quick acceleration like the kick-down from the accelerator-off state, a friction transmission mechanism is released to once interrupt the transmission of the power of a driving force source to an output shaft, and then, the friction transmission mechanism of the intended gear change stage is engaged. Otherwise, the friction transmission mechanism of the next gear change stage is gradually engaged while gradually releasing the friction transmission mechanism transmitting the torque.

Description

  The present invention relates to a shift control device and a shift control method for an automatic transmission, and more particularly to a shift control device and a shift control method for an automatic transmission suitable for controlling a gear-type transmission used in an automobile.

  An automated manual transmission (hereinafter referred to as “automatic MT”) is a system that automates the operation of a clutch, which is a friction mechanism, and the operation of a synchronous meshing mechanism, which is a gear selection mechanism, using a gear-type transmission used in a manual transmission. Have been developed).

  However, in the control at the time of shifting in the conventional automatic MT (automated manual transmission), the driving torque is interrupted by the release / engagement operation of the clutch, which may give the passenger an uncomfortable feeling.

  Therefore, according to Japanese Patent Laid-Open No. 2000-234654 and Japanese Patent Laid-Open No. 2001-295898, two friction transmission mechanisms (clutch) for transmitting input torque to the transmission are provided, and driving torque is alternately transmitted by the two clutches. A twin clutch type automatic MT is known. In this twin clutch type automatic MT, when shifting is started, the clutch of the next shift stage is gradually engaged while gradually releasing the clutch that was transmitting torque before shifting, and the driving torque is then shifted before shifting. By changing from the gear ratio equivalent to the gear ratio after shifting, the driving torque can be interrupted and smooth shifting can be performed. The twin clutch type automatic MT may be configured using a dry clutch or a wet clutch.

JP 2000-234654 A JP 2001-295898 A

  In such an automatic transmission, the clutch that transmitted torque before the shift is gradually changed without distinguishing the case where the driver requests immediate acceleration, such as kick-down from the accelerator-off state. If the shift is performed while the clutch for gradually engaging the clutch of the next shift stage is changed while releasing, it takes time to reach the target shift stage, and as a result, the driving force requested by the driver is reduced. There was a problem that it took time to be realized.

  An object of the present invention is to propose a control device and a control method that can achieve both faster realization of the driving force required by the driver and smooth shift without avoiding the driving torque interruption.

In the present invention, a driving force source for generating a driving force and a transmission for transmitting generated torque of the driving force source to an output shaft are provided, and the transmission is adjusted by adjusting a pressing load of a friction surface. In a control device and a control method for an automatic transmission having a plurality of friction transmission mechanisms for transmitting and interrupting power of a driving force source,
Release the friction transmission mechanism that has transmitted the power of the driving force source to temporarily turn off the transmission of the power of the driving force source during the shift to the output shaft, and then downshift to the target gear A first speed change mode;
While releasing the friction transmission mechanism that was transmitting the power of the driving force source and fastening one of the other friction transmission mechanisms, while transmitting the power of the driving force source to the output shaft during the shift, A second shift mode for downshifting to a shift stage to be
When starting the downshift by depressing the accelerator from the accelerator-off state, perform a shift according to the first shift mode,
When the downshift is started under an accelerator condition other than the above, the speed change mode is switched so as to change according to the second speed change mode.

  According to the present invention, since the speed change mode is switched according to the driver's request, it is possible to achieve both faster realization of the driving force required by the driver and smooth shift without avoiding the driving torque interruption.

It is a skeleton figure which shows the structure of the automatic transmission by one Embodiment of this invention. 1 is a block diagram showing the input / output signal relationship between a transmission control unit 100 and an engine control unit 101 used in an automatic transmission control apparatus according to an embodiment of the present invention. It is a flowchart which shows the outline of the control content of the control apparatus of the automatic transmission by one Embodiment of this invention. It is a flowchart which shows the detailed content of the transmission form switching means shown in FIG. It is a time chart which shows the example of transmission from 5th speed to 3rd speed when not implementing this invention. It is a time chart which shows the example of transmission from 5th speed to 3rd speed by one embodiment of this invention.

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

  First, referring to FIG. 1, a configuration example of a control apparatus for an automobile provided with an automatic transmission according to the present invention will be described.

  FIG. 1 is a skeleton diagram of a system configuration example showing an embodiment of a control apparatus for an automobile equipped with an automatic transmission according to the present invention.

  Engine 7 as a driving force source, an engine speed sensor (not shown) for measuring the number of revolutions of the engine 7, an electronically controlled throttle (not shown) for adjusting engine torque, and a fuel amount corresponding to the intake air amount A fuel injection device (not shown) is provided so that the engine control unit 101 can control the torque of the engine 7 with high accuracy by operating the intake air amount, fuel amount, ignition timing, and the like. It has become. The fuel injection device includes an intake port injection method in which fuel is injected into an intake port or an in-cylinder injection method in which fuel is directly injected into a cylinder. However, an operating range (engine torque and engine speed) required for an engine is known. It is advantageous to use an engine of a system that can reduce fuel consumption and has good exhaust performance. As a driving force source, not only a gasoline engine but also a diesel engine, a natural gas engine, an electric motor, or the like may be used.

  The automatic transmission 50 includes a first clutch 8, a second clutch 9, a transmission first input shaft 41, a transmission second input shaft 42, a transmission output shaft 43, a first drive gear 1 and a second drive gear 2. , Third drive gear 3, fourth drive gear 4, fifth drive gear 5, reverse drive gear (not shown), first driven gear 11, second driven gear 12, third driven gear 13, and fourth driven gear 14 , Fifth driven gear 15, reverse drive gear (not shown), first synchronous mesh mechanism 21, second synchronous mesh mechanism 22, third synchronous mesh mechanism 23, first input shaft rotation sensor 31, second input A shaft rotation sensor 32 and an output shaft rotation sensor 33 are provided, and the torque of the engine 7 can be transmitted to and shut off from the transmission first input shaft 41 by engaging and releasing the first clutch 8. Is possible . Further, the torque of the engine 7 can be transmitted to and cut off from the transmission second input shaft 42 by engaging and releasing the second clutch 9. As the first clutch 8 and the second clutch 9, a wet multi-plate clutch is used in this embodiment, but a dry single-plate clutch may be used, and all friction transmission mechanisms can be used. . It can also be configured by an electromagnetic powder clutch.

  The transmission second input shaft 42 is hollow, and the transmission first input shaft 41 passes through a hollow portion of the transmission second input shaft 42 and rotates in the rotational direction with respect to the transmission second input shaft 42. It is configured to allow relative movement.

  A first drive gear 1, a third drive gear 3, a fifth drive gear 5, and a reverse drive gear (not shown) are fixed to the transmission second input shaft 42. For the first input shaft 1241, It's free to rotate. In addition, the second drive gear 2 and the fourth drive gear 4 are fixed to the transmission first input shaft 41, and relative movement in the rotational direction is possible with respect to the transmission second input shaft 42. It has a configuration.

  A first input shaft rotation sensor 31 is provided as means for detecting the rotational speed of the transmission first input shaft 41, and the second input shaft rotation is provided as means for detecting the rotational speed of the transmission second input shaft 42. A sensor 32 is provided.

  On the other hand, the transmission output shaft 43 is provided with a first driven gear 11, a second driven gear 12, a third driven gear 13, a fourth driven gear 14, a fifth driven gear 15, and a reverse driven gear (not shown). ing. The first driven gear 11, the second driven gear 12, the third driven gear 13, the fourth driven gear 14, the fifth driven gear 15, and the reverse driven gear (not shown) are rotatably provided with respect to the transmission output shaft 43. It has been.

  An output shaft rotation sensor 33 is provided as means for detecting the rotation speed of the transmission output shaft 43.

Among these gears, the first drive gear 1, the first driven gear 11, the second drive gear 2, and the second driven gear 12 are engaged with each other. The third drive gear 3 and the third driven gear 13 are engaged with the fourth drive gear 4 and the fourth driven gear 14, respectively. Further, the fifth drive gear 5 and the fifth driven gear 15 are engaged with each other. In addition, the reverse drive gear (not shown), the idler gear (not shown), and the reverse driven gear (not shown) are engaged,
Further, between the first driven gear 11 and the third driven gear 13, the first driven gear 11 is engaged with the transmission output shaft 43, or the third driven gear 13 is engaged with the transmission output shaft 43. A first synchronous meshing mechanism 21 is provided.

  Further, between the second driven gear 12 and the fourth driven gear 14, the second drive gear 12 is engaged with the transmission output shaft 43, or the fourth driven gear 14 is engaged with the transmission output shaft 43. A third synchronization engagement mechanism 23 is provided.

  Further, the fifth driven gear 15 is provided with a second synchronous meshing mechanism 22 that engages the fifth driven gear 15 with the transmission output shaft 43.

  The transmission control unit 100 controls the currents of the first electromagnetic gear 105c for the first synchronous meshing mechanism and the second electromagnetic valve 105d for the first synchronous meshing mechanism provided in the hydraulic mechanism 105, so that the first shift is performed. The first driven gear 11 or the third driven gear is controlled by controlling the position or load of the first synchronous meshing mechanism 21 via a hydraulic piston (not shown) and a shift fork (not shown) provided in the actuator 61. 13, the rotational torque of the transmission second input shaft 42 can be transmitted to the transmission output shaft 43 via the first synchronous meshing mechanism 21. Here, by increasing the current of the second electromagnetic valve 105d for the first synchronization meshing mechanism, a load is applied in the direction in which the first synchronization meshing mechanism 21 moves to the first driven gear 11 side, and the first synchronization By increasing the current of the meshing mechanism first electromagnetic valve 105c, a load is applied in a direction in which the first synchronous meshing mechanism 21 moves to the third driven gear 13 side. The first shift actuator 61 is provided with a position sensor 61a (not shown) that measures the position of the first synchronous meshing mechanism 21.

  Further, the transmission control unit 100 controls the currents of the first electromagnetic valve 105e for the second synchronous mesh mechanism and the second electromagnetic valve 105f for the second synchronous mesh mechanism provided in the hydraulic mechanism 105, so that the first The position or load of the second synchronous meshing mechanism 22 is controlled via a hydraulic piston (not shown) and a shift fork (not shown) provided in the two-shift actuator 62 and engaged with the fifth driven gear 15. Thus, the rotational torque of the transmission second input shaft 42 can be transmitted to the transmission output shaft 43 via the second synchronous meshing mechanism 22. The second shift actuator 62 is provided with a position sensor 62a (not shown) for measuring the position of the second synchronous meshing mechanism 22.

  Further, the transmission control unit 100 controls the currents of the first electromagnetic valve 105g for the third synchronous mesh mechanism and the second electromagnetic valve 105h for the third synchronous mesh mechanism provided in the hydraulic mechanism 105, so that the first The position or load of the third synchronous meshing mechanism 23 is controlled via a hydraulic piston (not shown) and a shift fork (not shown) provided in the three-shift actuator 63, and the second driven gear 12 or the first By engaging with the 4 driven gear 14, the rotational torque of the transmission first input shaft 41 can be transmitted to the transmission output shaft 43 via the third synchronous meshing mechanism 23. The third shift actuator 63 is provided with a position sensor 63a (not shown) for measuring the position of the third synchronous meshing mechanism 23.

  Thus, from the first drive gear 1, the second drive gear 2, the third drive gear 3, the fourth drive gear 4, and the fifth drive gear 5, the first driven gear 11, the second driven gear 12, and the third driven gear. 13, the rotational torque of the transmission first input shaft 41 transmitted to the transmission output shaft 43 via the fourth driven gear 14 and the fifth driven gear 15 is a differential gear (not shown) connected to the transmission output shaft 43. To the axle (not shown).

  Further, the transmission control unit 100 controls the pressure plate (not shown) provided in the first clutch 8 by controlling the current of the first clutch electromagnetic valve 105 a provided in the hydraulic mechanism 105. The transmission torque of the first clutch 8 is controlled.

  Further, the transmission control unit 100 controls the pressure plate (not shown) provided in the second clutch 9 by controlling the current of the electromagnetic valve 105b for the second clutch provided in the hydraulic mechanism 105. The transmission torque of the second clutch 9 is controlled.

  A range position signal indicating a shift lever position such as a P range, an R range, an N range, or a D range is input from the lever device to the transmission control unit 100.

  The transmission control unit 100 and the engine control unit 101 transmit / receive information to / from each other by communication means 103.

  The first shift gear 61 is controlled by the first solenoid valve 105c for the first synchronization meshing mechanism 105c and the second solenoid valve 105d for the first synchronization meshing mechanism to mesh the first synchronization meshing mechanism 21 and the first driven gear 11. Then, when the second clutch 9 is engaged, the first gear is set.

  The third shift engagement mechanism 63 is controlled by the third solenoid gear mechanism first solenoid valve 105g and the third sync mesh mechanism second solenoid valve 105h so that the third sync mechanism mechanism 23 and the second driven gear 12 mesh. Then, when the first clutch 8 is engaged, the second speed travel is performed.

  The first shift actuator 61 is controlled by the first solenoid valve 105c for the first synchronization meshing mechanism and the second solenoid valve 105d for the first synchronization meshing mechanism, and the first synchronization meshing mechanism 21 and the third driven gear 13 are meshed. Then, when the second clutch 9 is engaged, the third speed travel is performed.

  The third synchronous engagement mechanism 23 and the fourth driven gear 14 are engaged by controlling the third shift actuator 63 by the first electromagnetic valve 105g for the third synchronous engagement mechanism and the second electromagnetic valve 105h for the third synchronous engagement mechanism. Then, when the first clutch 8 is engaged, the fourth speed traveling is performed.

  The second shift actuator 62 is controlled by the first solenoid valve 105e for the second synchronization meshing mechanism 105e and the second solenoid valve 105f for the second synchronization meshing mechanism to mesh the second synchronization meshing mechanism 22 and the fifth driven gear 15. Then, when the second clutch 9 is engaged, the fifth speed travel is performed.

  The second synchronous mesh mechanism 22 and the reverse driven gear (not shown) are controlled by the second synchronous mesh mechanism first electromagnetic valve 105e and the second synchronous mesh mechanism second electromagnetic valve 105f. Is engaged, and the second clutch 9 is engaged, thereby causing the vehicle to travel backward.

  Here, for example, in the upshift from the first gear to the second gear, the first shift actuator 61 is controlled by the first electromagnetic gear 105c for the first synchronous meshing mechanism and the second electromagnetic valve 105d for the first synchronous meshing mechanism. From the state where the first synchronous meshing mechanism 21 and the first driven gear 11 are meshed and the second clutch 9 is engaged, the third synchronous meshing mechanism first electromagnetic valve 105g and the third synchronous meshing mechanism second 2 The third shift actuator 63 is controlled by the solenoid valve 105h, the third synchronous meshing mechanism 23 and the second driven gear 12 are meshed, the first clutch 8 is gradually engaged, and the second clutch 9 is gradually released. Is done by doing.

  In this embodiment, as a mechanism for operating the first synchronization meshing mechanism 21, the second synchronization meshing mechanism 22, and the third synchronization meshing mechanism 23, a hydraulic mechanism using a solenoid valve and a hydraulic piston is used. However, instead of the electromagnetic valve and the hydraulic piston, an electric motor and a reduction gear may be used, or an electric motor and a drum may be used. It is also possible to use another mechanism for controlling the synchronization meshing mechanism 22 and the third synchronization meshing mechanism 23. When an electric motor is used, the motor may be constituted by a so-called DC motor in which the magnet is fixed and the winding is rotated, or so-called permanent magnet synchronization in which the winding is fixed and the magnet is rotated. A motor may be used, and various motors are applicable.

  Further, in order to operate the first clutch 8 and the second clutch 9, in the present embodiment, a hydraulic mechanism using an electromagnetic valve is configured. However, the clutch is operated using an electric motor and a reduction gear. It may be configured, or may be configured to control the pressure plate of the clutch by an electromagnetic coil, and may be configured using another mechanism for controlling the first clutch 8 and the second clutch 9.

  FIG. 2 shows the input / output signal relationship between the transmission control unit 100 and the engine control unit 101. The transmission control unit 100 is configured as a control unit including an input unit 100i, an output unit 100o, and a computer 100c. Similarly, the engine control unit 101 is also configured as a control unit including an input unit 101i, an output unit 101o, and a computer 101c. An engine torque command value TTe is transmitted from the transmission control unit 100 to the engine control unit 101 using the communication means 103, and the engine control unit 101 realizes the TTe so that the intake air amount, fuel amount, Control ignition timing and the like (not shown). The engine control unit 101 includes engine torque detection means (not shown) that serves as input torque to the transmission. The engine control unit 101 rotates the engine speed Ne and the engine torque generated by the engine 7. Te is detected and transmitted to the transmission control unit 100 using the communication means 103. The engine torque detection means may be a torque sensor, or may be an estimation means based on engine parameters such as the injector injection pulse width, the pressure in the intake pipe and the engine speed.

  The transmission control unit 100 controls the current of the first clutch solenoid valve 105a by adjusting the voltage V_cl applied to the first clutch solenoid valve 105a in order to achieve a desired first clutch transmission torque. Then, the first clutch 8 is engaged and released.

  Further, the transmission control unit 100 adjusts the voltage V_clb applied to the second clutch electromagnetic valve 105b in order to achieve the desired second clutch transmission torque, thereby adjusting the current of the second clutch electromagnetic valve 105b. Control and engage / release the second clutch 9.

  The transmission control unit 100 also includes a first synchronous mesh mechanism first electromagnetic valve 105c and a first synchronous mesh mechanism second electromagnetic valve to realize a desired position of the first synchronous mesh mechanism 21. By adjusting the voltages V1_slv1 and V2_slv1 applied to 105d, the currents of the first solenoid gear 105c for the first synchronous meshing mechanism and the second solenoid valve 105d for the first synchronous meshing mechanism are controlled, and the first synchronous meshing is performed. The mechanism 21 is engaged and released.

  Further, the transmission control unit 100 has a second electromagnetic mechanism mechanism first electromagnetic valve 105e and a second synchronous engagement mechanism second electromagnetic valve in order to realize a desired position of the second synchronous engagement mechanism 22. By adjusting the voltages V1_slv2 and V2_slv2 applied to 105f, the currents of the first electromagnetic valve 105e for the second synchronous meshing mechanism and the second electromagnetic valve 105f for the second synchronous meshing mechanism are controlled, and the second synchronous meshing is performed. The mechanism 22 is engaged and released.

  Further, the transmission control unit 100 has a third solenoid gear mechanism first solenoid valve 105g and a third synchronizer mechanism second solenoid valve to realize a desired position of the third synchronizer mechanism 23. By adjusting the voltages V1_slv3 and V2_slv3 applied to 105h, the currents of the first electromagnetic valve 105g for the third synchronous meshing mechanism and the second electromagnetic valve 105h for the third synchronous meshing mechanism are controlled, and the third synchronous meshing is achieved. The mechanism 23 is engaged and released.

  The transmission control unit 100 is provided with a current detection circuit (not shown), and controls the current of each solenoid valve by changing the voltage output so that the current of each solenoid valve follows the target current. ing.

  The transmission control unit 100 also includes a first input shaft rotation speed NiA, a second input shaft rotation speed NiB, an output shaft from the first input shaft rotation sensor 31, the second input shaft rotation sensor 32, and the output shaft rotation sensor 33. A rotation speed No is input, and a range position signal RngPos indicating a shift lever position such as P range, R range, N range, D range, and the like, and an accelerator pedal depression amount Aps from the accelerator opening sensor 302 are input from the lever device. The ON / OFF signal Brk from the brake switch 304 for detecting whether or not the brake is depressed is input.

  In this embodiment, the case where the driver has a so-called manual mode function for manually instructing upshift / downshift is described, and an up switch 306, a down switch are provided to the transmission control unit 100. ON / OFF signals UpSw and DnSw from 307 are respectively input.

  Further, the lubricant temperature TEMPlub is input to the transmission control unit 100 from an oil temperature sensor 305 that measures the temperature of the lubricant within the automatic transmission 50.

  Further, the transmission control unit 100 includes a first synchronization engagement mechanism 21, a second synchronization engagement mechanism 22, a third synchronization engagement from the sleeve 1 position sensor 61a, the sleeve 2 position sensor 62a, and the sleeve 3 position sensor 63a. A sleeve 1 position RPslv1, a sleeve 2 position RPslv2, and a sleeve 3 position RPslv3 indicating the stroke positions of the mechanism 23 are input.

  For example, when the driver depresses the accelerator pedal with the shift range set to the D range or the like, the transmission control unit 100 determines that the driver is willing to start and accelerate, and the driver depresses the brake pedal. When it is retracted, it is determined that the driver intends to decelerate and stop, and the engine torque command value TTe, the first clutch target transmission torque TTs1, and the second clutch target transmission torque TTs2 so as to realize the driver's intention. Set.

  Further, an engine torque command value TTe, the first clutch is set so as to set a target shift speed from the vehicle speed Vsp calculated from the output shaft rotational speed No and the accelerator pedal depression amount Aps, and to execute a shift operation to the set shift speed. The target transmission torque TTs1, the second clutch target transmission torque TTs2, the target sleeve 1 position TPslv1, the target sleeve 2 position TPslv2, and the target sleeve 3 position TPslv3 are set.

  Further, the transmission control unit 100 sets the first clutch target transmission torque TTs1, the second clutch target transmission torque TTs2, the target sleeve 1 position TPslv1, the target sleeve 2 position TPslv2, and the target sleeve 3 position TPslv3. 1-clutch solenoid valve 105a, second-clutch solenoid valve 105b, first synchronous meshing mechanism first solenoid valve 105c, first synchronous meshing mechanism second solenoid valve 105d, second synchronous meshing mechanism first Voltages V_cl, V_clb to be applied to the electromagnetic valve 105e, the second electromagnetic valve 105f for the second synchronous meshing mechanism, the first electromagnetic valve 105g for the third synchronous meshing mechanism, and the second electromagnetic valve 105h for the third synchronous meshing mechanism, V1_slv1, V2_slv1, V1_slv2, V2_slv2, V1_slv3, and V2_slv3 are output.

  Next, with reference to FIGS. 3 to 6, the specific control contents of the control when the shift is started from the starting state by the automatic transmission control device according to the present embodiment will be described.

  FIG. 3 is a flowchart showing an outline of processing to be performed at the time of downshift of the control device for the automatic transmission according to the embodiment of the present invention.

  The control flow of the downshift includes step 301 (downshift determination), step 302 (jump downshift determination), step 303 (second shift mode selection process), step 304 (shift mode switching means), and step 305 (shift control). Means).

  The content of FIG. 3 is programmed in the computer 100c of the transmission control unit 100, and is repeatedly executed at a predetermined cycle. That is, the following processes of steps 301 to 305 are executed by the transmission control unit 100.

  Step 301 (downshift determination) is performed when the target gear position tGP_nxt of the vehicle calculated based on the accelerator pedal depression amount Aps and the vehicle speed Vsp is updated from the shift diagram selected according to the range position signal RngPos, or When the driver's up switch UpSw operation or down switch DnSw operation is performed and the target gear position tGP_nxt of the vehicle is updated, the target gear position is lower than the current travel gear stage Is determined to be downshift.

  In step 302 (jump downshift determination), it is determined whether or not the downshift determined in step 301 is a jump downshift of two or more stages, and if it is a jump downshift of two or more stages, the process proceeds to step 304. If it is not a jump downshift of two or more stages, that is, if it is a one-stage downshift, the routine proceeds to step 303.

  Step 303 (second shift mode selection process) is executed when the step 302 is not a two-step or more jump downshift, that is, when it is determined that the first step is a downshift, and torque is transmitted before the shift. The second speed change mode is selected in which the speed change is performed while gradually disengaging the clutch and changing the clutch that gradually engages the clutch of the next shift stage. This is because, in the case of a one-stage downshift, a desired driving force can be realized if the clutch of the next shift stage is engaged without needing to change the shift mode.

  Step 304 (transmission mode switching means) is executed when it is determined in step 302 that there is a two or more-step jump downshift, and the transmission mode is selected according to the accelerator opening and the estimated engine torque.

  Step 305 (shift control means) is a clutch torque and shift load control means for performing a shift based on the shift mode selected in the preceding step. When shifting is performed based on the first shift mode, the clutch that has transmitted torque before the shifting is released, shift load control to the target gear position is performed, and then the clutch is engaged. Also, when shifting based on the second shift mode, the clutch that transmitted torque before the shift is gradually released, the clutch of the next shift stage is gradually engaged and the clutch is switched, and simultaneously the shift is performed. Load control is also performed, and shifting is performed until the target gear position is reached.

  Next, details of step 304 (transmission mode switching means) in FIG. 3 will be described with reference to FIG.

  If it is determined in step 401 that the accelerator pedal depression amount Aps has changed from 0% to 100%, the process proceeds to step 405 to select the first speed change mode. This is a state in which the driving force of the driving force source is not generated when the accelerator pedal depression amount is 0%. Therefore, when shifting from the accelerator pedal depression amount of 0%, the clutch is once released. Even so, since the driving force of the driving force source has not been generated until then, it is considered that there is no sense of incongruity or shock given to the driver. In addition, since the clutch is engaged after the gear is switched to the target shift speed, the driving force requested by the driver can be realized quickly. If the determination result in step 401 is negative, the process proceeds to step 402.

  If it is determined in step 402 that the accelerator depression speed, which is a change in the accelerator pedal depression amount change Aps per unit time, is greater than a predetermined value, the process proceeds to step 405 and the first shift mode is selected. This is because the case where the accelerator pedal depressing speed is high is considered that the driver is demanding the generation of the driving force immediately. If the determination result at step 402 is negative, the process proceeds to step 403.

  If it is determined in step 403 that the estimated engine torque calculated from the engine parameters, such as the injector injection pulse width, the pressure in the intake pipe and the engine speed, is smaller than a predetermined value, the process proceeds to step 405. Select the speed change mode. This is because, when the estimated engine torque is small, the force that the vehicle receives from the wheels due to running resistance or the like is greater than the force that drives the vehicle than the force that drives the vehicle. This is because it is considered that there is little discomfort and shock given to the driver. In addition, since the clutch is engaged after the gear is switched to the target shift speed, the driving force requested by the driver can be realized quickly. If the determination result of step 403 is negative, the process proceeds to step 404.

  If it is determined in step 404 that the vehicle is traveling on a flat road based on the value of the tilt sensor or the like, the process proceeds to step 405 and the first speed change mode is selected. As a result, if the vehicle is running on a flat road, the vehicle will not move backward once the clutch is released, and the clutch is engaged after the gear is switched to the target gear. The driving force required by the driver can be realized quickly. If the determination result at step 404 is negative, the process proceeds to step 406.

  In step 406, a second speed change mode is selected in which the speed change is performed while gradually disengaging the clutch that transmitted torque before the speed change and changing the clutch that gradually engages the clutch of the next speed.

  Next, an example of shifting from the fifth speed to the third speed when the present invention is not applied will be described with reference to FIG. FIG. 5 shows the control contents when the driver shifts from the fifth speed to the third speed when the driver depresses the accelerator from 0% to 100% while the vehicle is traveling at the fifth speed.

  In FIG. 5, FIG. 5 (A) shows the accelerator opening Aps. FIG. 5B shows the target gear position tGP_nxt. 5th indicates the fifth speed, 4th indicates the fourth speed, and 3rd indicates the third speed. FIG. 5C shows the actual gear position GP. 5th indicates the fifth speed, 4th indicates the fourth speed, and 3rd indicates the third speed. FIG. 5D shows the first clutch torque and the second clutch torque. FIG. 5E shows the transmission output shaft torque.

  Prior to time t1, as shown in FIG. 5 (A), the accelerator opening Aps is 0%, as shown in FIG. 5 (B), the target gear position tGP_nxt is the fifth speed, as shown in FIG. 5 (C). The actual gear position GP is also the fifth speed, which is a vehicle state in which the driver is traveling at the fifth speed without stepping on the accelerator.

  At time t1, as shown in FIG. 5 (A), when the driver depresses the accelerator pedal, the target gear position tGP_nxt shown in FIG. 5 (B) changes from the fifth speed to the third speed, and the downshift starts. Is determined. Then, as shown in FIG. 5C, the shift load is first controlled so as to achieve the fourth gear stage, which is one stage lower than the fifth speed. At the same time, as shown in FIG. 5 (D), the second clutch torque engaged at the fifth speed is reduced in order to increase the engine speed to the fourth-speed equivalent speed.

  At time t2, when the fourth gear is achieved as shown in FIG. 5 (C) and the second clutch torque control for engine speed control is completed as shown in FIG. 5 (D), the first clutch While gradually increasing the torque, the second clutch torque is gradually reduced to replace the clutch.

  When the clutch replacement is completed at time t3, the transmission output shaft torque is in a state in which the drive torque at the fourth speed is output, as shown in FIG. Then, as shown in FIG. 5C, the shift load control is started so as to achieve the third gear stage that is one step below the fourth gear. At the same time, as shown in FIG. 5 (D), the first clutch torque engaged at the fourth speed is started to be reduced in order to increase the engine speed to the third-speed equivalent speed.

  At time t4, the third gear is achieved as shown in FIG. 5C, and when the first clutch torque control for engine speed control is completed as shown in FIG. While gradually increasing the torque, the first clutch torque is gradually reduced to replace the clutch.

  When the clutch replacement is completed at time t5, as shown in FIG. 5E, the transmission output shaft torque is in a state in which the driving torque at the third speed is output, but the third speed requested by the driver. In some cases, the driver takes a long time until the driving torque is output and the driver feels uncomfortable.

  Next, a shift example from the fifth speed to the third speed when configured as shown in FIGS. 1 to 4 will be described with reference to FIG. FIG. 6 shows the control contents when the driver shifts from the fifth speed to the third speed when the driver steps on the accelerator from 0% to 100% while the vehicle is traveling at the fifth speed.

  In FIG. 6, the time on the horizontal axis is the same as in FIG.

  6 (A), (B), (C), (D), and (E) are signals similar to those in FIGS. 5 (A), (B), (C), (D), and (E). Show about.

  Prior to time t1, the contents are the same as those shown in FIG.

  At time t1, as shown in FIG. 6 (A), when the driver depresses the accelerator pedal, the target gear position tGP_nxt shown in FIG. 6 (B) changes from the fifth speed to the third speed, and the downshift starts. Is determined. Then, as shown in FIG. 6 (D), the second clutch torque engaged at the fifth speed is reduced.

  From time t1 to time t2, the second clutch torque is reduced and the clutch is released.

  When the release of the clutch is completed at time t2, shift load control is started from time t2 to time t3 so as to achieve the third speed gear position that is the target gear position, as shown in FIG. 6C. .

  When the third gear is achieved at time t3, the second clutch torque is increased from time t3 to time t4 as shown in FIG. 6 (D). At this time, as shown in FIG. 6E, the transmission output shaft torque also increases.

  When the engagement of the clutch is completed at time t4, as shown in FIG. 6 (E), the transmission output shaft torque is in a state where a driving torque at the third speed is output, and the driving at the third speed requested by the driver is performed. The state where torque is output can be achieved more quickly.

  With the configuration as described above, it is possible to achieve both faster realization of the driving force required by the driver and smooth shifting while avoiding interruption of the driving torque.

DESCRIPTION OF SYMBOLS 1 1st drive gear 2 2nd drive gear 3 3rd drive gear 4 4th drive gear 5 5th drive gear 7 Engine 8 1st clutch 9 2nd clutch 11 1st driven gear 12 2nd driven gear 13 3rd driven gear 14 4th driven gear 15 5th driven gear 21 1st synchronous meshing mechanism 22 2nd synchronous meshing mechanism 23 3rd synchronous meshing mechanism 31 1st input shaft rotation sensor 32 2nd input shaft rotation sensor 33 Output shaft rotation sensor 41 Transmission first input shaft 42 Transmission second input shaft 43 Transmission output shaft 50 Automatic transmission 61 First shift actuator 62 Second shift actuator 63 Third shift actuator 100 Transmission control unit 101 Engine control unit 103 Communication means 105 Hydraulic mechanism 105a First clutch solenoid valve 105b Second clutch Magnetic valve 105c First electromagnetic valve 105d for first synchronous meshing mechanism Second electromagnetic valve 105e for first synchronous meshing mechanism First electromagnetic valve 105f for second synchronous meshing mechanism Second electromagnetic valve for second synchronous meshing mechanism 105g First electromagnetic valve for third synchronous engagement mechanism 105h Second electromagnetic valve for third synchronous engagement mechanism

Claims (5)

A driving force source for generating a driving force; and a transmission for transmitting the generated torque of the driving force source to an output shaft. The transmission is adjusted by adjusting a pressing load on a friction surface. In an automatic transmission control device having a plurality of friction transmission mechanisms for transmitting and interrupting power,
Release the friction transmission mechanism that has transmitted the power of the driving force source to temporarily turn off the transmission of the power of the driving force source during the shift to the output shaft, and then downshift to the target gear A first speed change mode;
While releasing the friction transmission mechanism that was transmitting the power of the driving force source and fastening one of the other friction transmission mechanisms, while transmitting the power of the driving force source to the output shaft during the shift, A second shift mode for downshifting to a shift stage to be
When starting the downshift by depressing the accelerator from the accelerator-off state, perform a shift according to the first shift mode,
A control device for an automatic transmission, characterized in that a shift mode switching means is provided for performing a shift in a second shift mode when downshifting is started under an accelerator condition other than the above. The shift control apparatus for an automatic transmission according to claim 1,
A shift control apparatus for an automatic transmission, wherein a shift is performed according to a first shift mode when the accelerator depression speed is high, and a shift is performed according to a second shift mode when the accelerator depression speed is low. The shift control apparatus for an automatic transmission according to claim 1,
An automatic shift characterized in that when the estimated engine torque at the start of the downshift is small, the shift is performed in the first shift mode, and when the estimated engine torque at the start of the downshift is large, the shift is performed in the second shift mode. Gear shift control device. The shift control apparatus for an automatic transmission according to claim 1,
A shift control apparatus for an automatic transmission, wherein a shift is performed by a first shift mode on a flat road and a shift is performed by a second shift mode on an uphill road. A driving force source for generating a driving force; and a transmission for transmitting the generated torque of the driving force source to an output shaft. The transmission is adjusted by adjusting a pressing load on a friction surface. In a control method of an automatic transmission having a plurality of friction transmission mechanisms for transmitting and interrupting power,
Release the friction transmission mechanism that has transmitted the power of the driving force source to temporarily turn off the transmission of the power of the driving force source during the shift to the output shaft, and then downshift to the target gear A first speed change mode;
While releasing the friction transmission mechanism that was transmitting the power of the driving force source and fastening one of the other friction transmission mechanisms, while transmitting the power of the driving force source to the output shaft during the shift, A second shift mode for downshifting to a shift stage to be
When starting the downshift by depressing the accelerator from the accelerator-off state, perform a shift according to the first shift mode,
A control method for an automatic transmission, characterized in that when downshifting is started under an accelerator condition other than the above, shifting is performed in the second shift mode.

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