JP2018017346A - Control device of automatic transmission - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a control device of an automatic transmission which can reduce a double-stage feeling of a gear change while suppressing an overshoot and an undershoot of an input shaft rotational speed when performing a multistage gear change.SOLUTION: An ECU sets first standby hydraulic pressure to a friction engagement element which corresponds to at least either of a current gear-change friction engagement element and an intermediate gear-change friction engagement element, and does not correspond to a final gear-change friction engagement element, sets the first standby hydraulic pressure to a friction engagement element which corresponds to the current gear-change friction engagement element and the final gear-change friction engagement element, and does not correspond to the intermediate gear-change friction engagement element, and sets the first standby hydraulic pressure to a friction engagement element which corresponds to the final gear-change friction engagement element, does not correspond to the current gear-change friction engagement element, and becomes a release-side friction engagement element after becoming an engagement-side friction engagement element when going through a plurality of stages in an intermediate gear change.SELECTED DRAWING: Figure 9

Description

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

  2. Description of the Related Art Conventionally, there is known an automatic transmission control device that controls an automatic transmission that establishes a plurality of shift stages by selectively engaging a plurality of friction engagement elements (see, for example, Patent Document 1).

  When the power-on downshift is predicted as the next shift, the control device for the automatic transmission described in Patent Document 1 is the standby hydraulic pressure immediately before the start of engagement with the friction engagement element on the engagement side of the next shift. Is configured to supply. Thereby, it is possible to improve the responsiveness of the driving force to the accelerator operation.

JP 2008-275001 A

  Here, there is known a control device for an automatic transmission configured to be capable of executing multiple shifts via at least one shift stage. In such an automatic transmission control device, when executing multiple shifts, as a hydraulic command for a friction engagement element to be engaged when a shift stage to be passed through and finally a target shift stage are established. Standby oil pressure is set. This standby hydraulic pressure is a so-called pack packing pressure immediately before the friction engagement element starts to be engaged. As a result, responsiveness can be ensured, so that when the target gear stage is finally established, the input shaft rotational speed overshoots or undershoots the synchronous rotational speed of the gear stage. Can be suppressed.

  However, in the above-described conventional automatic transmission control device, when multiple shifts are performed, the friction engagement element temporarily becomes the friction engagement element on the engagement side and then becomes the friction engagement element on the release side. If the so-called pack packing pressure is set as the standby hydraulic pressure, the torque capacity of the friction engagement element becomes excessive when passing through the shift stage established by the engagement of the friction engagement element. There is a concern that the rotational speed of the shaft is stagnant and a two-step feeling of shifting occurs.

  The present invention has been made in order to solve the above-described problems, and an object of the present invention is to perform two shifts while suppressing overshoot and undershoot of the input shaft rotational speed when performing multiple shifts. It is an object of the present invention to provide a control device for an automatic transmission capable of reducing the step feeling.

  The control apparatus for an automatic transmission according to the present invention is applied to an automatic transmission that establishes a plurality of shift stages by selectively engaging a plurality of friction engagement elements. The automatic transmission control device is configured to be able to execute multiple shifts that pass through at least one shift stage when finally shifting to the target shift stage, and when performing multiple shifts, The friction engagement element of the current shift that is engaged when the target shift stage is established by the current shift control, and the final engagement of the friction that is engaged when the target shift stage is finally established. The intermediate element that engages when the shift stage is established when there is a shift stage that passes between the combination element and the shift stage that is the target in the current shift control and the final shift stage that is the target A frictional engagement element for shifting is determined. The control device for the automatic transmission corresponds to at least one of the friction engagement element for the current shift and the friction engagement element for the intermediate shift, and the friction engagement element that does not correspond to the friction engagement element for the final shift. A first standby hydraulic pressure is set, and the first standby hydraulic pressure is applied to a friction engagement element that corresponds to a friction engagement element for a current shift and a friction engagement element for a final shift and does not correspond to a friction engagement element for an intermediate shift. Set and corresponds to the frictional engagement element of the final shift, does not correspond to the frictional engagement element of the current shift, and became a frictional engagement element on the engagement side when passing through multiple stages in the intermediate shift The first standby hydraulic pressure is set for the friction engagement element that will later become the release side friction engagement element. Further, the control device for the automatic transmission corresponds to any one of the friction engagement element for the current shift, the friction engagement element for the final shift, and the friction engagement element for the intermediate shift, and the friction lock for which the first standby hydraulic pressure is set. The second standby hydraulic pressure is set for the friction engagement elements other than the combined elements, and the first standby hydraulic pressure is lower than the second standby hydraulic pressure. The second standby hydraulic pressure is a so-called pack packing pressure immediately before the friction engagement element starts to be engaged.

  With this configuration, the first standby hydraulic pressure is set for the friction engagement element that temporarily becomes the friction engagement element on the engagement side and then becomes the friction engagement element on the release side. Since it is possible to suppress the torque capacity of the friction engagement element from becoming excessive when passing through the shift stage established by the engagement of the friction engagement element, it is possible to reduce the two-stage feeling of the shift. it can. In addition, by setting the second standby hydraulic pressure for the other friction engagement elements, when the final target shift speed is established, the input shaft rotation speed is set to the synchronous rotation speed of the shift speed. Overshooting and undershooting can be suppressed.

  According to the automatic transmission control device of the present invention, when performing multiple shifts, it is possible to reduce the two-step feeling of shift while suppressing overshoot and undershoot of the input shaft rotation speed.

It is the figure which showed schematic structure of the vehicle provided with ECU by one Embodiment of this invention. FIG. 2 is a skeleton diagram illustrating configurations of a torque converter and an automatic transmission of FIG. 1. 3 is an engagement table showing engagement states of a first clutch to a fourth clutch, a first brake, and a second brake for each gear position in the automatic transmission of FIG. 2. It is the block diagram which showed ECU of FIG. It is a timing chart showing an example of operation at the time of multiple shift by a comparative example. 5 is a timing chart illustrating a first operation example during multiple shift according to the present embodiment. 6 is a timing chart illustrating a second operation example during multiple shift according to the present embodiment. 6 is a timing chart illustrating a third operation example during multiple shift according to the present embodiment. It is a flowchart for demonstrating an example of the setting procedure of the waiting hydraulic pressure at the time of the multiple shift by this embodiment.

  Hereinafter, an embodiment of the present invention will be described with reference to the drawings.

  First, with reference to FIGS. 1-4, the vehicle 100 provided with ECU5 by one Embodiment of this invention is demonstrated.

  As shown in FIG. 1, the vehicle 100 includes an engine 1, a torque converter 2, an automatic transmission 3, a hydraulic control device 4, and an ECU 5. The vehicle 100 is, for example, an FF (front engine / front drive) system, and the output of the engine 1 is transmitted to the differential device 6 via the torque converter 2 and the automatic transmission 3, and left and right drive wheels (front wheels) 7. To be distributed.

-Engine-
The engine (internal combustion engine) 1 is a driving force source for traveling, for example, a multi-cylinder gasoline engine. The engine 1 is configured such that its operating state can be controlled by the throttle valve opening (intake air amount), fuel injection amount, ignition timing, and the like.

-Torque converter-
As shown in FIG. 2, the torque converter 2 includes a pump impeller 21 connected to a crankshaft 1a that is an output shaft of the engine 1, a turbine runner 22 connected to the automatic transmission 3, and a stator having a torque amplification function. 23, and a lockup clutch 24 for directly connecting the engine 1 and the automatic transmission 3 to each other. In FIG. 2, the lower half is omitted and only the upper half is schematically shown with respect to the rotation center axes of the torque converter 2 and the automatic transmission 3.

-Automatic transmission-
The automatic transmission 3 is provided in a power transmission path between the engine 1 and the drive wheels 7, and is configured to shift the rotation of the input shaft 3a and output it to the output shaft 3b. In the automatic transmission 3, the input shaft 3 a is connected to the turbine runner 22 of the torque converter 2, and the output shaft 3 b is connected to the drive wheels 7 via the differential device 6 and the like.

  The automatic transmission 3 includes a first transmission unit (front planetary) 31 mainly composed of a first planetary gear unit 31a, a second planetary gear unit 32a, and a second planetary gear unit 32b. A transmission unit (rear planetary) 32, a first clutch C1 to a fourth clutch C4, a first brake B1, a second brake B2, and the like are configured.

  The first planetary gear device 31a constituting the first transmission unit 31 is a double pinion type planetary gear mechanism, and supports a sun gear S1, a plurality of pairs of pinion gears P1 meshing with each other, and the pinion gears P1 so as to be able to rotate and revolve. Planetary carrier CA1 and ring gear R1 meshing with sun gear S1 via pinion gear P1.

  The planetary carrier CA1 is coupled to the input shaft 3a and rotates integrally with the input shaft 3a. The sun gear S1 is fixed to the transmission case 30 and cannot rotate. The ring gear R1 functions as an intermediate output member, is decelerated with respect to the input shaft 3a, and transmits the decelerated rotation to the second transmission unit 32.

  The second planetary gear unit 32a constituting the second transmission unit 32 is a single pinion type planetary gear mechanism, which is a sun gear S2, a pinion gear P2, and a planetary carrier RCA that supports the pinion gear P2 so as to be capable of rotating and revolving. And a ring gear RR that meshes with the sun gear S2 via the pinion gear P2.

  The third planetary gear device 32b constituting the second transmission unit 32 is a double pinion type planetary gear mechanism, and includes a sun gear S3, a plurality of pairs of pinion gears P2 and P3 meshing with each other, and the pinion gears P2 and P3. A planetary carrier RCA that supports rotation and revolution is provided, and a ring gear RR that meshes with the sun gear S3 via pinion gears P2 and P3. The planetary carrier RCA and the ring gear RR are shared by the second planetary gear device 32a and the third planetary gear device 32b.

  The sun gear S2 is selectively connected to the transmission case 30 by the first brake B1. The sun gear S2 is selectively connected to the ring gear R1 via the third clutch C3. Further, the sun gear S2 is selectively coupled to the planetary carrier CA1 via the fourth clutch C4. Sun gear S3 is selectively coupled to ring gear R1 via first clutch C1. The planetary carrier RCA is selectively coupled to the transmission case 30 by the second brake B2. Further, the planetary carrier RCA is selectively coupled to the input shaft 3a via the second clutch C2. The ring gear RR is connected to the output shaft 3b and rotates integrally with the output shaft 3b.

  The first clutch C1 to the fourth clutch C4, the first brake B1, and the second brake B2 are all friction engagement elements that are frictionally engaged by a hydraulic actuator, and are controlled by the hydraulic control device 4 and the ECU 5.

  FIG. 3 is an engagement table showing an engaged state or a released state of the first clutch C1 to the fourth clutch C4, the first brake B1, and the second brake B2 for each shift speed (gear speed). In the engagement table of FIG. 3, a circle indicates an “engaged state”, and a blank indicates a “released state”.

  As shown in FIG. 3, in the automatic transmission 3 of this example, the first clutch C1 and the second brake B2 are engaged, so that the gear ratio (the rotational speed of the input shaft 3a / the rotational speed of the output shaft 3b). The first shift speed (1st) with the largest value is established. The second gear (2nd) is established by engaging the first clutch C1 and the first brake B1.

  The third shift stage (3rd) is established by engaging the first clutch C1 and the third clutch C3, and the fourth shift stage (4th) by engaging the first clutch C1 and the fourth clutch C4. Is established. The fifth gear (5th) is established by engaging the first clutch C1 and the second clutch C2, and the sixth gear (6th) by engaging the second clutch C2 and the fourth clutch C4. Is established. The seventh shift stage (7th) is established by engaging the second clutch C2 and the third clutch C3, and the eighth shift stage (8th) by engaging the second clutch C2 and the first brake B1. Is established. The reverse speed (Rev) is established when the third clutch C3 and the second brake B2 are engaged.

-Hydraulic control device-
The hydraulic control device 4 is provided to control the state (engaged state or released state) of the friction engagement element of the automatic transmission 3. The hydraulic control device 4 also has a function of controlling the lockup clutch 24 of the torque converter 2.

-ECU-
The ECU 5 is configured to perform operation control of the engine 1 and shift control of the automatic transmission 3. Specifically, as shown in FIG. 4, the ECU 5 includes a CPU 51, a ROM 52, a RAM 53, a backup RAM 54, an input interface 55, and an output interface 56. The ECU 5 is an example of the “automatic transmission control device” in the present invention.

  The CPU 51 executes arithmetic processing based on various control programs and maps stored in the ROM 52. The ROM 52 stores various control programs, maps that are referred to when the various control programs are executed, and the like. The RAM 53 is a memory that temporarily stores a calculation result by the CPU 51, a detection result of each sensor, and the like. The backup RAM 54 is a non-volatile memory that stores data to be stored when the ignition is turned off.

  A crank position sensor 81, an input shaft rotational speed sensor 82, an output shaft rotational speed sensor 83, an accelerator opening sensor 84, a throttle opening sensor 85, and the like are connected to the input interface 55.

  The crank position sensor 81 is provided for calculating the rotational speed (angular speed) of the engine 1. The input shaft rotational speed sensor 82 is provided for calculating the rotational speed (turbine rotational speed) of the input shaft 3 a of the automatic transmission 3. The output shaft rotation speed sensor 83 is provided for calculating the rotation speed of the output shaft 3 b of the automatic transmission 3. The accelerator opening sensor 84 is provided to detect an accelerator opening that is an accelerator pedal depression amount (operation amount). The throttle opening sensor 85 is provided for detecting the throttle opening of the throttle valve.

  To the output interface 56, an injector 91, an igniter 92, a throttle motor 93, the hydraulic control device 4, and the like are connected. The injector 91 is a fuel injection valve and can adjust the fuel injection amount. The igniter 92 is provided for adjusting the ignition timing by the ignition plug. The throttle motor 93 is provided to adjust the throttle opening of the throttle valve.

  The ECU 5 is configured to be able to control the operating state of the engine 1 by controlling the throttle opening, the fuel injection amount, the ignition timing, and the like based on the detection result of each sensor. Further, the ECU 5 is configured to be able to execute shift control of the automatic transmission 3 and control of the lock-up clutch 24 of the torque converter 2 by controlling the hydraulic control device 4.

  In the shift control by the ECU 5, for example, the target shift stage is set based on a shift map using the vehicle speed and the accelerator opening as parameters, and the hydraulic control device 4 is controlled so that the actual shift stage becomes the target shift stage. This shift control is performed using a shift model that determines a control operation amount for realizing a shift target value. In the shift control based on the shift model, the input shaft acceleration and the output shaft torque, which are shift target values, are calculated, and the torque sharing ratio is calculated. Then, based on the shift target value and the torque sharing ratio, the input shaft torque, the engagement side clutch torque, and the release side clutch torque as the control operation amount are calculated. The ECU 5 controls the engine 1 so as to obtain the calculated input shaft torque, and controls the hydraulic control device 4 so as to obtain the calculated engagement side clutch torque and the calculated release side clutch torque.

  In this speed change control, switching to a shift stage established by releasing one friction engagement element and engaging one friction engagement element is permitted, and release of two friction engagement elements and two friction engagement elements are permitted. Switching to a gear position that requires engagement of the engagement element is prohibited. Further, it is possible to switch to a shift stage that is two or more steps away from the current shift stage.

  Further, the ECU 5 is configured to be able to execute multiple shifts via at least one shift stage (intermediate shift stage) when shifting to the target shift stage.

-Example of operation during multiple shifting-
Next, with reference to FIGS. 5 to 8, an operation example at the time of multiple shift will be described. In the following, an example of operation at the time of multiple shift according to a conventional comparative example will be described with reference to FIG. 5, and then an example of operation at the time of multiple shift according to the present embodiment will be described with reference to FIGS. To do.

  The operation example according to the comparative example of FIG. 5 is a power-on downshift from the eighth shift stage to the sixth shift stage, and passes through the seventh shift stage. In other words, the sixth gear is the final target gear and the seventh gear is the gear. Therefore, the shift from the eighth shift stage to the seventh shift stage (first shift) and the shift from the seventh shift stage to the sixth shift stage (second shift) are continuously performed.

  First, the hydraulic pressure command for the first brake B1, which is the friction engagement element on the disengagement side of the first shift, starts to decrease. Further, the standby hydraulic pressure is output after the first fill pressure is output as the hydraulic pressure command for the third clutch C3 that is the friction engagement element on the engagement side of the first shift. This standby hydraulic pressure is a so-called pack packing pressure immediately before the third clutch C3 starts to be engaged.

  At time t1, when the first brake B1 is released, the input shaft rotational speed increases from the synchronous rotational speed of the eighth shift stage. Further, the standby hydraulic pressure is output after the first fill pressure is output as the hydraulic pressure command for the fourth clutch C4 that is the friction engagement element on the engagement side of the second shift. This standby hydraulic pressure is a so-called pack packing pressure immediately before the fourth clutch C4 starts to be engaged. In the inertia phase during the power-on downshift, the rotation of the input shaft is controlled mainly by the disengagement friction engagement element. Further, the synchronous rotational speed of each gear stage is calculated based on the gear ratio of each gear stage and the rotational speed of the output shaft.

  Here, the third clutch C3, which is a friction engagement element on the engagement side of the first speed change, becomes a friction engagement element on the release side in the second speed change. For this reason, if the hydraulic pressure command for the third clutch C3 is increased when the input shaft rotational speed passes the synchronous rotational speed of the seventh shift speed at the time point t2, the torque capacity of the third clutch C3 becomes excessive. The inertia torque is output to the output shaft, and the input shaft rotation speed is stagnant. As a result, when the input shaft rotational speed passes through the synchronous rotational speed of the seventh shift stage, a two-step feeling of shift has occurred.

  Thereafter, the rotation of the input shaft is controlled by the third clutch C3 which is a friction engagement element on the release side of the second shift. At time t3, when the input shaft rotational speed reaches the synchronous rotational speed of the sixth shift stage, the hydraulic pressure command for the fourth clutch C4, which is the friction engagement element on the engagement side of the second shift, is increased. The sixth shift stage is established when the four clutch C4 is engaged.

  Therefore, in the present embodiment, the ECU 5 is configured to reduce the two-step feeling of the shift when the input shaft rotation speed passes through the synchronous rotation speed of the shift speed that is passed when the multiple shift is executed. Has been. Specifically, when executing the multiple shift, the ECU 5 engages the friction engagement element of the current shift (the engagement element when the current shift is established) that is engaged when the target shift stage is established by the current shift control. ) E1, the frictional engagement element (engagement element when the final shift is established) E2 that is engaged when the final target shift stage is established, and the target shift in the current shift control If there is a shift stage that is routed between the stage and the final target shift stage, the friction engagement element of the intermediate shift that is engaged when the shift stage is established (the engagement element when the intermediate shift is established) ) It is configured to determine E3. Note that there may be one shift stage that is routed between the target shift stage in the current shift control and the final target shift stage, or there are multiple shift stages that are routed. Can be. In some cases, the frictional engagement element E3 for intermediate speed may not exist.

  Then, the ECU 5 distinguishes the friction engagement element E1 for the current shift, the friction engagement element E2 for the final shift, and the friction engagement element E3 for the intermediate shift, and determines whether or not these are appropriate. The standby hydraulic pressure is set. Specifically, the ECU 5 is used to form an intermediate shift stage with respect to a friction engagement element that temporarily becomes an engagement-side friction engagement element and then becomes a release-side friction engagement element during multiple shifts. Set standby oil pressure. This standby hydraulic pressure for forming an intermediate gear is lower than the so-called pack packing pressure immediately before the friction engagement element starts to be engaged, and is an example of the “first standby hydraulic pressure” in the present invention. Further, the ECU 5 becomes an engagement-side frictional engagement element at the time of multiple shifts, and is used to form the final shift stage with respect to the frictional engagement elements other than the frictional engagement element for which the intermediate shift stage formation standby hydraulic pressure is set. Set standby oil pressure. This final shift speed forming standby hydraulic pressure is a so-called pack packing pressure immediately before the friction engagement element starts to be engaged, and is an example of the “second standby hydraulic pressure” in the present invention. In other words, the standby gear pressure for intermediate gear position formation is lower than the standby hydraulic pressure for final gear position formation.

  More specifically, the ECU 5 corresponds to at least one of the friction engagement element E1 for the current shift and the friction engagement element E3 for the intermediate shift, and is a friction engagement element that does not correspond to the friction engagement element E2 for the final shift. On the other hand, the standby hydraulic pressure for intermediate gear position formation is set. Further, the ECU 5 is used to form an intermediate shift stage with respect to a friction engagement element that corresponds to the friction engagement element E1 for the current shift and the friction engagement element E2 for the final shift and that does not correspond to the friction engagement element E3 for the intermediate shift. Set standby oil pressure. Further, the ECU 5 corresponds to the friction engagement element E2 for the final shift, does not correspond to the friction engagement element E1 for the current shift, and the friction engagement on the engagement side when a plurality of stages are used in the intermediate shift. A standby hydraulic pressure for forming an intermediate shift stage is set for the friction engagement element that becomes the release side friction engagement element after becoming an element. Further, the friction engagement element corresponds to any one of the friction engagement element E1 for the current shift, the friction engagement element E2 for the final shift, and the friction engagement element E3 for the intermediate shift, and is set with the standby hydraulic pressure for forming the intermediate shift stage. The final shift speed forming standby hydraulic pressure is set for the friction engagement elements other than the above.

[First operation example]
The first operation example according to the present embodiment in FIG. 6 is a power-on downshift from the eighth gear to the sixth gear, and goes through the seventh gear. In other words, the sixth gear is the final target gear and the seventh gear is the gear. Therefore, the shift from the eighth shift stage to the seventh shift stage (first shift) and the shift from the seventh shift stage to the sixth shift stage (second shift) are continuously performed.

  Here, the third clutch C3 corresponds to the friction engagement element E1 of the current shift (first shift) and does not correspond to the friction engagement element E2 of the final shift (second shift). Accordingly, the standby hydraulic pressure for forming the intermediate gear is set as the standby hydraulic pressure for the third clutch C3. The fourth clutch C4 corresponds to the friction engagement element E2 for the final shift, and does not correspond to the friction engagement element E1 for the current shift. Accordingly, the standby hydraulic pressure for final gear position formation is set as the standby hydraulic pressure for the fourth clutch C4. In the example of FIG. 6, there is no intermediate engagement frictional engagement element E3.

  First, the hydraulic pressure command for the first brake B1, which is the friction engagement element on the disengagement side of the first shift, starts to decrease. Further, after the first fill pressure is output as a hydraulic pressure command for the third clutch C3 that is the friction engagement element on the engagement side of the first shift, the intermediate shift stage forming standby hydraulic pressure is output. As described above, the intermediate shift speed forming standby hydraulic pressure is lower than the so-called pack packing pressure immediately before the third clutch C3 starts to be engaged.

  At time t11, when the first brake B1 is released, the input shaft rotational speed increases from the synchronous rotational speed of the eighth shift stage. Further, after the first fill pressure is output as a hydraulic pressure command for the fourth clutch C4, which is the friction engagement element on the engagement side of the second shift, the final shift stage forming standby hydraulic pressure is output. This final shift speed forming standby hydraulic pressure is a so-called pack packing pressure immediately before the fourth clutch C4 starts to be engaged, as described above. In the inertia phase during the power-on downshift, the rotation of the input shaft 3a is controlled mainly by the disengagement side frictional engagement element. Further, the synchronous rotational speed of each gear stage is calculated based on the gear ratio of each gear stage and the rotational speed of the output shaft 3b.

  Then, at time t12, when the input shaft rotational speed passes the synchronous rotational speed of the seventh gear, the hydraulic pressure command for the third clutch C3 is increased. In the present embodiment, the standby hydraulic pressure of the third clutch C3 is the intermediate hydraulic speed formation standby hydraulic pressure that is lower than the so-called pack packing pressure, so that it is possible to suppress the torque capacity of the third clutch C3 from becoming excessive. . As a result, the inertia torque is used to change the rotation of the input shaft 3a without being output to the output shaft 3b, so that the input shaft rotation speed continuously changes without stagnation. Thereby, it is possible to reduce the two-stage feeling of the shift when the input shaft rotation speed passes the synchronous rotation speed of the seventh shift stage.

  Thereafter, the rotation of the input shaft 3a is controlled by the third clutch C3 which is a friction engagement element on the release side of the second shift. At time t13, when the input shaft rotational speed reaches the synchronous rotational speed of the sixth shift stage, the hydraulic pressure command for the fourth clutch C4, which is the friction engagement element on the engagement side of the second shift, is increased. The sixth shift stage is established when the four clutch C4 is engaged. Since the standby hydraulic pressure of the fourth clutch C4 is a so-called pack-packing pressure for forming the final gear, the responsiveness is ensured, so the input shaft rotational speed becomes the synchronous rotational speed of the sixth gear. On the other hand, overshooting can be suppressed.

[Second operation example]
The second operation example according to the present embodiment in FIG. 7 is a power-off upshift from the third gear to the sixth gear, and passes through the fourth and fifth gears. That is, the sixth shift speed is the final target shift speed, and the fourth shift speed and the fifth shift speed are the shift speed. Therefore, a shift from the third shift stage to the fourth shift stage (first shift), a shift from the fourth shift stage to the fifth shift stage (second shift), and a fifth shift stage to the sixth shift stage. (3rd shift) is continuously performed.

  Here, the fourth clutch C4 corresponds to the friction engagement element E1 of the current shift (first shift) and the friction engagement element E2 of the final shift (third shift), and the friction of the intermediate shift (second shift). It does not correspond to the engagement element E3. Accordingly, the intermediate hydraulic speed formation standby hydraulic pressure is set as the standby hydraulic pressure of the fourth clutch C4. The second clutch C2 corresponds to the friction engagement element E2 for the final shift and the friction engagement element E3 for the intermediate shift, and does not correspond to the friction engagement element E1 for the current shift. Therefore, the standby hydraulic pressure for forming the final gear is set as the standby hydraulic pressure for the second clutch C2.

  First, the hydraulic pressure command for the third clutch C3 which is the friction engagement element on the disengagement side of the first shift starts to decrease. Further, after the first fill pressure is output as a hydraulic pressure command for the fourth clutch C4 that is the friction engagement element on the engagement side of the first shift, the intermediate shift stage forming standby hydraulic pressure is output. As described above, this intermediate shift stage forming standby hydraulic pressure is lower than the so-called pack packing pressure immediately before the fourth clutch C4 starts to be engaged. In the inertia phase during the power-off upshift, the rotation of the input shaft 3a is controlled mainly by the release side frictional engagement element.

  At time t21, when the third clutch C3 is released, the input shaft rotation speed decreases from the synchronous rotation speed of the third gear. Further, after the first fill pressure is output as a hydraulic pressure command for the second clutch C2, which is the friction engagement element on the engagement side of the second shift, the standby gear for forming the final shift stage is output. This final shift speed forming standby hydraulic pressure is a so-called pack packing pressure immediately before the second clutch C2 starts to be engaged, as described above.

  Then, at time t22, when the input shaft rotational speed passes the synchronous rotational speed of the fourth gear, the hydraulic pressure command for the fourth clutch C4 is increased. In the present embodiment, the standby hydraulic pressure of the fourth clutch C4 is the intermediate hydraulic speed formation standby hydraulic pressure that is lower than the so-called pack packing pressure, so that it is possible to suppress the torque capacity of the fourth clutch C4 from becoming excessive. . As a result, the inertia torque is used to change the rotation of the input shaft 3a without being output to the output shaft 3b, so that the input shaft rotation speed continuously changes without stagnation. Thereby, it is possible to reduce the two-stage feeling of the shift when the input shaft rotation speed passes the synchronous rotation speed of the fourth shift speed.

  Thereafter, the rotation of the input shaft 3a is controlled by the fourth clutch C4 which is a friction engagement element on the release side of the second shift. At time t23, when the input shaft rotational speed passes the synchronous rotational speed of the fifth shift stage, the hydraulic pressure command for the second clutch C2, which is the friction engagement element on the engagement side of the second shift, is increased, The second clutch C2 is engaged.

  Then, the first clutch C1, which is the friction engagement element on the release side of the third shift, is released, and the rotation of the input shaft 3a is controlled by the first clutch C1. Note that, as a hydraulic pressure command for the fourth clutch C4, which is a friction engagement element on the engagement side of the third shift, a standby hydraulic pressure for final shift speed formation is output. Thereafter, when the input shaft rotational speed reaches the synchronous rotational speed of the sixth shift stage at time t24, the hydraulic pressure command for the fourth clutch C4, which is the friction engagement element on the engagement side of the third shift, is increased. The sixth shift stage is established when the four clutch C4 is engaged.

[Third operation example]
A third operation example according to the present embodiment in FIG. 8 is a power-on downshift from the sixth gear to the third gear, and goes through the fifth gear. In other words, the third shift speed is the final target shift speed, and the fifth shift speed is the shift speed. For this reason, a shift from the sixth shift stage to the fifth shift stage (first shift) and a shift from the fifth shift stage to the third shift stage (second shift) are continuously performed.

  Here, the first clutch C1 corresponds to the friction engagement element E1 for the current shift (first shift) and the friction engagement element E2 for the final shift (second shift). Therefore, the standby hydraulic pressure for forming the final gear is set as the standby hydraulic pressure for the first clutch C1. The third clutch C3 corresponds to the friction engagement element E2 for the final shift and does not correspond to the friction engagement element E1 for the current shift. Accordingly, the standby hydraulic pressure for final gear position formation is set as the standby hydraulic pressure for the third clutch C3. In the example of FIG. 8, there is no intermediate engagement frictional engagement element E3.

  First, the hydraulic pressure command for the fourth clutch C4, which is the friction engagement element on the disengagement side of the first shift, starts to decrease. Further, after the first fill pressure is output as a hydraulic pressure command for the first clutch C1, which is the friction engagement element on the engagement side of the first shift, the final shift stage forming standby hydraulic pressure is output. This final shift speed forming standby hydraulic pressure is a so-called pack packing pressure immediately before the first clutch C1 starts to be engaged, as described above.

  At time t31, when the fourth clutch C4 is released, the input shaft rotational speed increases from the synchronous rotational speed of the sixth gear. In addition, after the first fill pressure is output as a hydraulic pressure command for the third clutch C3 that is the friction engagement element on the engagement side of the second shift, the final shift stage forming standby hydraulic pressure is output. This final shift speed forming standby hydraulic pressure is a so-called pack packing pressure immediately before the third clutch C3 starts to be engaged, as described above. In the inertia phase during the power-on downshift, the rotation of the input shaft 3a is controlled mainly by the disengagement side frictional engagement element.

  Then, at time t32, when the input shaft rotational speed passes the synchronous rotational speed of the fifth gear, the hydraulic pressure command for the first clutch C1 is increased. In this embodiment, since the standby hydraulic pressure of the first clutch C1 is the final shift stage forming standby hydraulic pressure that is a so-called pack packing pressure, the torque capacity of the first clutch C1 that is the engagement holding element of the second shift is secured. can do.

  Thereafter, the second clutch C2, which is a friction engagement element on the release side of the second shift, is released, and the rotation of the input shaft 3a is controlled by the second clutch C2. At time t33, when the input shaft rotational speed reaches the synchronous rotational speed of the third shift stage, the hydraulic pressure command for the third clutch C3, which is the friction engagement element on the engagement side of the second shift, is increased. The third shift speed is established when the three clutch C3 is engaged. Since the standby hydraulic pressure of the third clutch C3 is a so-called pack-packing pressure that forms the final gear position, responsiveness is ensured, so the input shaft rotational speed becomes the synchronous rotational speed of the third gear position. On the other hand, overshooting can be suppressed.

−Setting of standby hydraulic pressure for multiple shifts−
Next, with reference to FIG. 9, an example of a setting procedure of the standby hydraulic pressure at the time of multiple shift according to the present embodiment will be described. The standby hydraulic pressure is set in the frictional engagement elements (the first clutch C1 to the fourth clutch C4, the first brake B1, and the second brake B2) of the automatic transmission 3 before the multiple shift starts. Not for each frictional engagement element. Note that the following flow is repeated at predetermined time intervals. The following steps are executed by the ECU 5.

  First, in step ST1 of FIG. 9, it is determined whether multiple shifts are performed. Specifically, when a power-on downshift or a power-off upshift is performed, whether at least one shift stage (intermediate shift stage) is passed when the final shift to the target shift stage is performed It is determined whether or not. If it is determined that multiple shifts are to be performed, the process proceeds to step ST2. On the other hand, when it is determined that the multiple shift is not performed, the process proceeds to the end.

  Next, in step ST2, it is determined whether or not any of the friction engagement element E1 for the current shift, the friction engagement element E2 for the final shift, and the friction engagement element E3 for the intermediate shift. Note that the friction engagement element E1 for the current shift is a friction engagement element that is engaged when the gear stage targeted by the current shift control is established, and the friction engagement element E2 for the final shift is the final The friction engagement element E3 is engaged when the target shift speed is established, and the intermediate engagement friction engagement element E3 is finally set as the target shift speed in the current shift control. This is a frictional engagement element that engages when there is a shift stage that passes between the shift stage and the shift stage. If it is determined that any of the friction engagement element E1 for the current shift, the friction engagement element E2 for the final shift, and the friction engagement element E3 for the intermediate shift, the process proceeds to step ST3. When there are a plurality of intermediate shifts (when there are a plurality of shift stages that are routed between the target shift stage in the current shift control and the final target shift stage), If it is a friction engagement element that engages at any one of the shift speeds that are passed through, it is determined that it corresponds to the friction engagement element E3 of the intermediate shift, and the routine goes to Step ST3. On the other hand, if it is determined that none of the friction engagement element E1 for the current shift, the friction engagement element E2 for the final shift, and the friction engagement element E3 for the intermediate shift, the process proceeds to the end.

  Next, in step ST3, it is determined whether or not the friction engagement element E2 for the final shift is satisfied. If it is determined that it corresponds to the friction engagement element E2 for the final shift, the process proceeds to step ST4. On the other hand, when it is determined that it does not correspond to the friction engagement element E2 of the final shift, the process proceeds to step ST9.

  Next, in step ST4, it is determined whether or not the intermediate gear friction engagement element E3 exists. That is, it is determined whether or not there is a shift stage that is routed between the target shift speed in the current shift control and the final target shift speed. If it is determined that the intermediate speed frictional engagement element E3 exists, the process proceeds to step ST5. On the other hand, if it is determined that there is no intermediate engagement frictional engagement element E3, the process proceeds to step ST8.

  Next, in step ST5, it is determined whether or not the frictional engagement element E3 for the intermediate speed is satisfied. If there are a plurality of intermediate speeds, it is determined whether or not all of the speeds that pass through the intermediate speeds correspond to the friction engagement element E3 of the intermediate speed. If it is determined that it corresponds to the frictional engagement element E3 of the intermediate shift (if the intermediate shift is in a plurality of stages, the engagement is performed in all of the shift stages that are routed there), the process proceeds to step ST8. . On the other hand, when it is determined that it does not correspond to the frictional engagement element E3 of the intermediate shift (when the intermediate shift is a plurality of shift stages, the engagement is not performed at at least one shift stage among the shift stages through the intermediate shift). Moves to step ST6.

  Next, in step ST6, it is determined whether or not the friction engagement element E1 for the current speed change is satisfied. If it is determined that it corresponds to the friction engagement element E1 for the current shift, the process proceeds to step ST9. On the other hand, if it is determined that it does not correspond to the current frictional engagement element E1, the process proceeds to step ST7.

  Next, in step ST7, when the intermediate speed is a plurality of speeds, it is determined whether or not the engagement side frictional engagement element becomes the release side frictional engagement element after the intermediate speed change. Then, when it is determined that the frictional engagement element becomes the disengagement side after becoming the engagement side frictional engagement element in the intermediate shift, the process proceeds to step ST9. On the other hand, if it is determined that the release side friction engagement element does not become the engagement side friction engagement element in the intermediate speed change (for example, from the release side friction engagement element to the engagement side friction engagement element). In the case of becoming a friction engagement element or in the case of the friction engagement element on the release side), the process proceeds to step ST8.

  In step ST8, as the standby hydraulic pressure of the friction engagement element, a final shift speed forming standby hydraulic pressure that is a so-called pack packing pressure is set. For this reason, when it corresponds to the friction engagement element E2 for the final shift and the friction engagement element E3 for the intermediate shift (step ST5: Yes), regardless of whether it corresponds to the friction engagement element E1 of the current shift. As in the second clutch C2 of FIG. 7, the standby hydraulic pressure of the friction engagement element is set to the final shift speed formation standby hydraulic pressure. In addition, when it corresponds to the friction engagement element E2 for the final shift and the friction engagement element E3 for the intermediate shift does not exist (step ST4: No), whether or not it corresponds to the friction engagement element E1 for the current shift. Regardless of this, like the fourth clutch C4 in FIG. 6 and the first clutch C1 and the third clutch C3 in FIG. 8, the standby hydraulic pressure of the friction engagement element is set to the final shift stage forming standby hydraulic pressure.

  Further, in the case where it corresponds to the friction engagement element E2 of the final shift and does not correspond to the friction engagement element E3 of the intermediate shift and the friction engagement element E1 of the current shift (step ST6: No), the intermediate shift is performed in a plurality of stages. In some cases, if the friction engagement element does not become the release-side friction engagement element after it becomes the engagement-side friction engagement element in the intermediate speed change (step ST7: No), the standby hydraulic pressure of the friction engagement element is the final It is set to the shift stage forming standby hydraulic pressure. For example, it corresponds to the friction engagement element E2 of the final shift like the second clutch C2 at the time of upshifting from the second shift stage to the fifth shift stage via the third shift stage and the fourth shift stage. At the same time, the final shift speed forming standby hydraulic pressure is set for the second clutch C2 that does not correspond to the friction engagement element E1 for the current shift and the friction engagement element E3 for the intermediate shift. Further, like the second clutch C2 at the time of upshifting from the second shift stage to the sixth shift stage via the third to fifth shift stages, it corresponds to the friction engagement element E2 of the final shift. In addition, when it does not correspond to the friction engagement element E1 of the current speed change and is passed through a plurality of stages (the fourth speed change stage and the fifth speed change stage) in the intermediate speed change, the disengagement side friction engagement element changes to the engagement side The final shift speed forming standby hydraulic pressure is set for the second clutch C2, which is the friction engagement element.

  In step ST9, a standby hydraulic pressure for intermediate gear position formation that is lower than the so-called pack packing pressure is set as the standby hydraulic pressure of the friction engagement element. For this reason, when it corresponds to the friction engagement element E2 of the final shift and the friction engagement element E1 of the current shift, and does not correspond to the friction engagement element E3 of the intermediate shift (step ST6: Yes), the process shown in FIG. As in the case of the 4-clutch C4, the standby hydraulic pressure of the friction engagement element is set to the intermediate hydraulic speed formation standby hydraulic pressure. In addition, when it corresponds to at least one of the friction engagement element E1 for the current shift and the friction engagement element E3 for the intermediate shift and does not correspond to the friction engagement element E2 for the final shift (step ST3: No), FIG. As in the third clutch C3, the standby hydraulic pressure of the friction engagement element is set to the intermediate hydraulic speed forming standby hydraulic pressure.

  Further, in the case where it corresponds to the friction engagement element E2 of the final shift and does not correspond to the friction engagement element E3 of the intermediate shift and the friction engagement element E1 of the current shift (step ST6: No), the intermediate shift is performed in a plurality of stages. In some cases, if the frictional engagement element becomes the release-side frictional engagement element after becoming the engagement-side frictional engagement element in the intermediate shift (step ST7: Yes), the standby hydraulic pressure of the frictional engagement element forms the intermediate shift stage. The standby hydraulic pressure is set. For example, it corresponds to the friction engagement element E2 of the final shift like the fourth clutch C4 at the time of upshifting from the second shift stage to the sixth shift stage via the third to fifth shift stages. In addition, it does not correspond to the frictional engagement element E1 of the current shift, and has become an engagement-side frictional engagement element when a plurality of stages (the fourth shift stage and the fifth shift stage) are passed through the intermediate shift. A standby hydraulic pressure for intermediate gear speed formation is set for the fourth clutch C4 that will later become a disengagement-side friction engagement element.

-Effect-
In the present embodiment, as described above, at the time of multiple shifts, the final shift speed with respect to the friction engagement element that temporarily becomes the engagement-side friction engagement element and then becomes the release-side friction engagement element. By setting an intermediate shift stage forming standby hydraulic pressure that is lower than the forming standby hydraulic pressure, the torque capacity of the friction engagement element is excessive when passing through the shift stage established by the engagement of the friction engagement element. Therefore, it is possible to reduce the two-step feeling of shifting. Further, by setting the final shift speed forming standby hydraulic pressure for other friction engagement elements, when the final target shift speed is established, the input shaft rotation speed is synchronized with the shift speed. Overshooting and undershooting with respect to speed can be suppressed. As a result, when performing multiple shifts, it is possible to reduce the two-step feeling of shift while suppressing overshoot and undershoot of the input shaft rotation speed.

-Other embodiments-
In addition, embodiment disclosed this time is an illustration in all the points, Comprising: It does not become a basis of limited interpretation. Therefore, the technical scope of the present invention is not interpreted only by the above-described embodiments, but is defined based on the description of the scope of claims. Further, the technical scope of the present invention includes all modifications within the meaning and scope equivalent to the scope of the claims.

  For example, in the present embodiment, an example in which the vehicle 100 is an FF has been described. However, the present invention is not limited thereto, and the vehicle may be an FR (front engine / rear drive) or may be a four-wheel drive. .

  Further, in the present embodiment, the example in which the engine 1 is a multi-cylinder gasoline engine is shown, but the present invention is not limited thereto, and the engine may be a diesel engine or the like.

  Further, in the present embodiment, the final target shift speed may be set based on a shift map, or a shift speed that can be realized in consideration of a failure state, a heat generation amount, an overrev, and the like is set. May be.

  In this embodiment, ECU5 may be constituted by a plurality of ECUs.

  The present invention is applicable to an automatic transmission control device that controls an automatic transmission that establishes a plurality of shift stages by selectively engaging a plurality of friction engagement elements.

3 Automatic transmission 5 ECU (Control device for automatic transmission)
C1 first clutch (friction engagement element)
C2 Second clutch (friction engagement element)
C3 3rd clutch (friction engagement element)
C4 4th clutch (friction engagement element)
B1 First brake (friction engagement element)
B2 Second brake (friction engagement element)

Claims (1)

A control device for an automatic transmission that is applied to an automatic transmission that establishes a plurality of shift stages by selectively engaging a plurality of friction engagement elements,
It is configured to be able to execute multiple shifts via at least one shift stage when finally shifting to the target shift stage,
When executing the multiple shift, the friction engagement element of the current shift that is engaged when the target shift stage is established in the current shift control, and the final target shift stage is established If there is a shift stage that is engaged between the friction engagement element of the final shift to be engaged with and the shift stage that is the target in the current shift control and the final shift stage that is the target. Is configured to determine a friction engagement element of an intermediate speed to be engaged when
A first standby hydraulic pressure is set for a friction engagement element that corresponds to at least one of the friction engagement element of the current shift and the friction engagement element of the intermediate shift, and that does not correspond to the friction engagement element of the final shift. ,
The first standby hydraulic pressure is set for a friction engagement element that corresponds to the friction engagement element of the current shift and the friction engagement element of the final shift and does not correspond to the friction engagement element of the intermediate shift;
After the frictional engagement element of the final shift, not the frictional engagement element of the current shift, and when the intermediate shift is passed through a plurality of stages, after becoming the frictional engagement element on the engagement side The first standby hydraulic pressure is set for the friction engagement element to be the release side friction engagement element;
A frictional engagement element other than the frictional engagement element that corresponds to any one of the frictional engagement element for the current shift, the frictional engagement element for the final shift, and the frictional engagement element for the intermediate shift and for which the first standby hydraulic pressure is set. Set the second standby oil pressure for the combined element,
The control apparatus for an automatic transmission, wherein the first standby hydraulic pressure is lower than the second standby hydraulic pressure.

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