JP2980087B2 - Hydraulic control device for automatic transmission for vehicles - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a method of controlling the flow rate of hydraulic oil supplied to one of a plurality of hydraulic friction engagement devices for switching the gear position of an automatic transmission for a vehicle which is brought into frictional engagement during downshifting. The present invention relates to a hydraulic control device for an automatic transmission for a vehicle, comprising a hydraulic fluid flow rate changing means for changing the flow rate by switching control of an orifice.

[0002]

2. Description of the Related Art For example, in an automatic transmission of a type in which a downshift is realized by engaging a predetermined engagement-side hydraulic friction engagement device among a plurality of hydraulic friction engagement devices, a throttle is provided. When a downshift from a predetermined gear to a lower gear is performed during high-speed running at a vehicle speed higher than a predetermined speed in a state where the opening is not fully closed, that is, in a power-on state, 2. Description of the Related Art There is known a vehicle in which a smooth downshift is performed by delaying the start of frictional engagement with the engagement-side hydraulic frictional engagement device. For example, this is a vehicle provided with an orifice control device described in Japanese Patent Application Laid-Open No. 2-296063. In this orifice control device, a plurality of orifices provided in series to suppress the flow rate of hydraulic oil provided in an oil passage for supplying hydraulic oil to the engagement-side hydraulic friction engagement device, A bypass oil passage for bypassing a part of the orifices and an on-off valve for opening and closing the bypass oil passage are provided, and during a downshift period during high-speed traveling, the bypass oil passage is opened and closed by the on-off valve. When closed, the supply of hydraulic oil to the engagement-side hydraulic friction engagement device is switched to the side through which all of the orifices are performed. , The flow rate was made gentle, and a smooth shift was performed.

According to the above-mentioned hydraulic friction engagement device,
The so-called clutch-to-clutch downshift realized by performing the disengagement of the release-side hydraulic friction engagement device and the engagement of the engagement-side hydraulic friction engagement device in the hydraulic friction engagement device is described above. Direct pressure control that controls the release pressure of the release-side hydraulic friction engagement device and the engagement pressure of the engagement-side hydraulic friction engagement device directly using, for example, a linear solenoid valve to smoothly execute downshifts. In comparison, there is an advantage that the delicate control of the hydraulic pressure is not required, the influence of the foreign matter in the hydraulic oil is reduced, and the configuration of the hydraulic circuit is simplified.

[0004]

In order to smoothly perform the clutch-to-clutch downshift in the power-on state, the friction engagement of the engagement-side hydraulic friction engagement device to be frictionally engaged is performed. Is started when the ratio between the turbine speed on the input side of the automatic transmission and the output shaft speed of the automatic transmission becomes equal to the gear ratio of the automatic transmission after shifting, that is, the engagement-side hydraulic friction It is desired that the rotation timing of the input / output member of the combined device be substantially coincident with the synchronization timing (synchronization point), and more preferably, be immediately before. When the start time of the friction engagement of the engagement-side hydraulic friction engagement device substantially coincides with the synchronization timing of the rotation speed, when the friction engagement is started, the engagement-side hydraulic friction engagement device The rotation speed of the input side member is suddenly raised by the output side member,
On the contrary, since the frictional engagement is completed without being pulled down, the shift is smoothly performed without generating a shift shock. However, the synchronous timing of the rotational speed varies depending on the rising speed of the input-side turbine rotational speed and the difference between the turbine rotational speed before the shift and the turbine rotational speed after the shift. The rising speed of the input-side turbine speed varies depending on the torque of the engine that rotates the turbine, and the difference between the turbine speeds before and after the shift varies depending on the vehicle speed. for that reason,
In the conventional orifice switching control in which the orifice is switched when the vehicle speed is equal to or higher than the predetermined vehicle speed, the start timing of the friction engagement of the engagement-side hydraulic friction engagement device is adjusted by the rotation corresponding to various running conditions of the vehicle. It was difficult to control so that it almost coincided with the several synchronization periods. Further, since the viscosity of the hydraulic oil of the hydraulic friction engagement device greatly changes depending on the temperature, the engagement start timing of the engagement-side hydraulic friction engagement device also varies depending on the temperature of the hydraulic oil. This also makes it difficult to make the start timing of the friction engagement of the engagement-side hydraulic friction engagement device substantially equal to the rotation speed synchronization timing only by the simple orifice switching control described above.

The present invention has been made in view of the above circumstances, and an object of the present invention is to determine the engagement start timing of the engagement-side hydraulic friction engagement device regardless of the running conditions of the vehicle. By making the rotation timing of the input / output member of the engagement-side hydraulic friction engagement device substantially coincide with the synchronization timing, more preferably, the engagement start timing of the engagement-side hydraulic friction engagement device is set to the engagement side. Hydraulic control device for an automatic transmission for a vehicle, which can make the downshift of the automatic transmission smooth by setting it immediately before the timing of synchronizing the rotation speed of the input / output side member of the hydraulic friction engagement device. It is to get.

[0006]

SUMMARY OF THE INVENTION In order to achieve the above object, a gist of the first invention is to provide a plurality of hydraulic friction engagement devices for switching a gear position of an automatic transmission for a vehicle. Flowing through an orifice in an oil passage for supplying hydraulic oil to an engagement-side hydraulic friction engagement device that is frictionally engaged for downshifting of the vehicle automatic transmission among the plurality of hydraulic friction engagement devices. A hydraulic control device for an automatic transmission for a vehicle, comprising: a hydraulic oil flow rate changing means for switching between a large orifice state having a small resistance and a small orifice state having a large flow resistance, and (a) a vehicle speed related to a vehicle speed. Vehicle speed related quantity detecting means for detecting the quantity, (b) throttle opening related quantity detecting means for detecting a throttle opening related quantity related to the throttle opening of the vehicle, and (c) at the time of a downshift command, Vehicle speed related quantity inspection A small orifice state by the hydraulic oil flow rate changing means at the time of the downshift command, based on the vehicle speed related amount detected by the means and the rate of change of the throttle opening related amount detected by the throttle opening related amount detecting means. Orifice switching period determining means for determining an orifice switching period until the determined orifice is switched to the large orifice state; and (d) actual engine torque related amount determining means for determining an actual engine torque related amount of the engine of the vehicle. (E) based on the actual engine torque related amount determined by the actual engine torque related amount determining means, and a reference engine torque related amount determined from the throttle opening and the engine speed from a relationship obtained in advance. Orifice switching period correction means for correcting the orifice switching period.

[0007]

In this manner, the orifice switching period until the orifice in the small orifice state is changed to the large orifice state by the hydraulic oil flow rate changing means at the time of the downshift command, that is, the period of the small orifice state, is reduced. The orifice switching period determining means estimates and determines the rotational speed synchronization timing based on the change rate of the vehicle speed related amount and the throttle opening related amount. Further, the orifice switching period correction means corrects the actual engine torque related quantity determined by the actual engine torque related quantity determining means, and the reference engine torque related quantity determined by the throttle opening and the engine speed from a relation obtained in advance. The orifice switching period is corrected based on The reference engine torque related amount determined by the throttle opening and the engine speed from the previously determined relationship is a theoretical value of the engine torque related amount to be output when the throttle opening and the engine speed are determined. Although determined, the engine torque varies depending on the running conditions of the vehicle such as the air pressure and the temperature even when the engine speed and the throttle opening are determined. Since the engine torque is a driving force for increasing the turbine rotation speed, the synchronization timing of the rotation speed is affected by the engine torque. In the orifice switching period correction means, the orifice switching period is corrected based on the engine torque related amount which affects the synchronization timing of the rotational speed. The engagement start timing can be set immediately before the rotation speed synchronization timing, and the downshift of the automatic transmission can be smoothly performed.

[0008]

According to a second aspect of the present invention, a plurality of hydraulic friction engagement devices for switching gears of an automatic transmission for a vehicle are provided. Flowing through an orifice in an oil passage that supplies hydraulic oil to an engagement-side hydraulic friction engagement device that is frictionally engaged for downshifting of the vehicle automatic transmission among the plurality of hydraulic friction engagement devices. A hydraulic control device for an automatic transmission for a vehicle, comprising: a hydraulic oil flow rate changing means for switching between a large orifice state having a small resistance and a small orifice state having a large flow resistance, comprising: (a) a vehicle speed related to a vehicle speed; Vehicle speed related quantity detecting means for detecting the quantity, (b) throttle opening related quantity detecting means for detecting a throttle opening related quantity related to the throttle opening of the vehicle, and (c) at the time of the downshift command, Change of the hydraulic oil flow The input shaft rotation speed related amount of the vehicle automatic transmission, which is the orifice switching speed for switching the orifice that has been set to the small orifice state to the large orifice state by the step, is determined by the vehicle speed related amount detection means when the downshift is commanded. Orifice switching speed determining means for determining based on the detected vehicle speed-related quantity and the rate of change of the throttle opening-related quantity detected by the throttle opening related quantity detecting means; and (d) an engine of the vehicle. (E) an actual engine torque-related amount determining means for determining an actual engine torque-related amount; and (e) a throttle opening degree and an engine based on a relationship previously obtained from the actual engine torque-related amount determined by the actual engine torque-related amount determining means. Based on the reference engine torque related amount determined by the rotation speed,
An orifice switching speed correction means for correcting the orifice switching speed.

[0009]

In this way, when the downshift command is issued, the orifice which has been brought into the small orifice state by the hydraulic oil flow rate changing means is switched to the large orifice state. ,
The orifice switching speed determining means determines a value lower than the turbine speed after completion of the shift by a predetermined value based on the vehicle speed related amount and the rate of change of the throttle opening related amount. Furthermore, the orifice switching speed correction means corrects the actual engine torque related quantity determined by the actual engine torque related quantity determining means, and the reference engine torque related quantity determined by the throttle opening and the engine speed based on a relationship obtained in advance. , The orifice switching speed is corrected. Therefore, the orifice switching speed determined from the rate of change of the vehicle speed-related amount and the throttle opening-related amount at the time of the downshift command further determines the engine torque that further influences the rising speed of the turbine speed. Since the correction is made based on the engine torque-related amount, the engagement start timing of the engagement-side hydraulic friction engagement device can be set immediately before the rotation speed synchronization timing regardless of the running conditions of the vehicle. The downshift of the transmission can be smoothly performed.

[0010]

According to a third aspect of the present invention, there is provided an automatic transmission for a vehicle, comprising a plurality of hydraulic friction engagement devices for switching a gear position. Flowing through an orifice in an oil passage for supplying hydraulic oil to an engagement-side hydraulic friction engagement device that is frictionally engaged for downshifting of the vehicle automatic transmission among the plurality of hydraulic friction engagement devices. A hydraulic control device for an automatic transmission for a vehicle, comprising: a hydraulic oil flow rate changing means for switching between a large orifice state having a small resistance and a small orifice state having a large flow resistance, and (a) a vehicle speed related to a vehicle speed. Vehicle speed related quantity detecting means for detecting the quantity, (b) throttle opening related quantity detecting means for detecting a throttle opening related quantity related to the throttle opening of the vehicle, and (c) at the time of a downshift command, Vehicle speed related quantity inspection Hydraulic oil supplied to the plurality of hydraulic friction engagement devices based on the vehicle speed related amount detected by the means and the rate of change of the throttle opening related amount detected by the throttle opening related amount detecting means. Line pressure changing means for changing the line pressure which is the original pressure of (d); (d) an actual engine torque related amount determining means for determining an actual engine torque related amount of the engine of the vehicle; and (e) the actual engine torque related amount. The line which is changed by the line pressure changing means on the basis of the actual engine torque related amount determined by the determining means and the reference engine torque related amount determined by the throttle opening and the engine speed from a relationship obtained in advance. Line pressure correcting means for correcting the pressure.

[0011]

According to the third aspect of the invention, the engagement start timing of the engagement-side hydraulic friction engagement device engaged during downshifting is supplied to the hydraulic friction engagement device by the line pressure changing means. It is changed by changing the line pressure which is the original pressure of the operating oil. The line pressure changing means changes the line pressure based on the vehicle speed-related amount and the rate of change of the throttle opening-related amount so that the engagement start timing is immediately before the rotation speed synchronization timing. Further, the line pressure correcting means converts the actual engine torque related amount determined by the actual engine torque related amount determining means and the reference engine torque related amount determined from the throttle opening and the engine speed from a relationship obtained in advance. Based on this, the line pressure changed by the line pressure changing means is corrected. Therefore,
The line pressure determined and changed from the change rate of the vehicle speed related amount and the throttle opening related amount at the time of the downshift command further affects the rising speed of the turbine speed. Since the correction is made based on the torque-related amount, the engagement start timing of the engagement-side hydraulic friction engagement device can be set immediately before the rotation speed synchronization timing regardless of the running conditions of the vehicle, and automatic transmission The downshift of the machine can be performed smoothly.

[0012]

[0013]

[0014]

A fourth aspect of the present invention to achieve the above object is to provide a vehicle automatic transmission having a plurality of hydraulic friction engagement devices for switching gears. Flowing through an orifice in an oil passage that supplies hydraulic oil to an engagement-side hydraulic friction engagement device that is frictionally engaged for downshifting of the vehicle automatic transmission among the plurality of hydraulic friction engagement devices. A hydraulic control device for an automatic transmission for a vehicle, comprising: a hydraulic oil flow rate changing means for switching between a large orifice state having a small resistance and a small orifice state having a large flow resistance, comprising: (a) a vehicle speed related to a vehicle speed; (B) an actual engine torque related amount determining means for determining an actual engine torque related amount of the engine of the vehicle; and (c) an actual engine torque related amount determining means.
Calculate the rate of change of the actual engine torque related quantity determined
Means for calculating the actual engine torque related amount change rate, and (d) the vehicle speed related amount detected by the vehicle speed related amount detecting means at the time of a downshift command, and the actual engine torque related amount determined by the actual engine torque related amount determining means. The engine torque related amount and the actual engine torque related amount change rate calculating means
An orifice for setting an orifice switching period until the orifice in the small orifice state is changed to the large orifice state by the hydraulic oil flow rate changing means at the time of the downshift command, based on the calculated actual engine torque related amount change rate. Switching period setting means.

[0015]

In this way, the orifice switching period, that is, the period of the small orifice state, until the orifice changed to the small orifice state by the hydraulic oil flow rate changing means at the time of the downshift command is switched to the large orifice state, By the orifice switching period setting means, the vehicle speed related quantity detected by the vehicle speed related quantity detecting means and the actual engine torque related quantity determined by the actual engine torque related quantity determining means and the actual engine torque related quantity change rate calculating means.
The rotational speed synchronization timing is estimated and determined based on the calculated actual engine torque related amount change rate . Therefore, since the orifice switching period is set directly using the actual engine torque-related amount that is the driving force for increasing the turbine speed, the orifice switching period is determined using the change rate of the throttle opening-related amount. In comparison, the engagement start timing of the engagement-side hydraulic friction engagement device is set immediately before the rotation speed synchronization timing without making corrections in consideration of variations in altitude, temperature, and individual engine performance. Can be
The downshift of the automatic transmission can be smoothly performed regardless of the traveling conditions of the vehicle.

[0016]

According to a fifth aspect of the present invention, there is provided a plurality of hydraulic friction engagement devices for switching gears of an automatic transmission for a vehicle. And an orifice of an oil passage that supplies hydraulic oil to an engagement-side hydraulic friction engagement device that is frictionally engaged for downshifting of the vehicle automatic transmission among the plurality of hydraulic friction engagement devices. A hydraulic control device for an automatic transmission for a vehicle, comprising: a hydraulic oil flow rate changing means for switching between a large orifice state having a small flow resistance and a small orifice state having a large flow resistance, and (a) a vehicle speed related to a vehicle speed. Vehicle speed related amount detecting means for detecting the related amount; (b) actual engine torque related amount determining means for determining the actual engine torque related amount of the vehicle engine ; and (c) the actual engine torque related amount determining means.
The change rate of the actual engine torque related quantity determined by
Means for calculating the rate of change of the actual engine torque-related quantity to be issued; (d)
At the time of the downshift command, the amount of the input shaft revolution of the vehicle automatic transmission, which is the orifice switching revolution for switching the orifice, which has been brought into the small orifice state by the hydraulic oil flow rate changing means to the large orifice state, is calculated by the downshift. a vehicle speed-related quantity detected by the vehicle speed-related quantity detecting means at the time of a command, and the actual engine torque-related quantity determined by the actual engine torque-related quantity determining means, said real-ene
The actual energy calculated by the gin torque related amount change rate calculation means
Orifice switching speed setting means for setting based on the engine torque related amount change rate .

[0017]

According to the fifth aspect of the present invention, when the downshift command is issued, the orifice which has been brought into the small orifice state by the hydraulic oil flow rate changing means is switched to the large orifice state. ,
The orifice switching speed setting means calculates the vehicle speed related amount detected by the vehicle speed related amount detecting means and the actual engine torque related amount determined by the actual engine torque related amount determining means and the actual engine torque related amount change rate calculating means.
Based on the actual engine torque related quantity change rate issued ,
The value is determined to be a predetermined value lower than the turbine speed after the shift. Accordingly, the orifice switching speed is set directly using the actual engine torque related amount which is the driving force for increasing the turbine speed, and the orifice switching speed is determined using the change rate of the throttle opening related amount. Compared with the case, the altitude, the temperature, and the engagement start timing of the engagement-side hydraulic friction engagement device are set to be immediately before the rotation speed synchronization timing without being corrected in consideration of the variation in the individual engine performance. Thus, the downshift of the automatic transmission can be smoothly performed regardless of the traveling conditions of the vehicle.

[0018]

According to a sixth aspect of the present invention, there is provided an automatic transmission for a vehicle, comprising a plurality of hydraulic friction engagement devices for switching gears. Flowing through an orifice in an oil passage that supplies hydraulic oil to an engagement-side hydraulic friction engagement device that is frictionally engaged for downshifting of the vehicle automatic transmission among the plurality of hydraulic friction engagement devices. A hydraulic control device for an automatic transmission for a vehicle, comprising: a hydraulic oil flow rate changing means for switching between a large orifice state having a small resistance and a small orifice state having a large flow resistance. (B) an actual engine torque-related amount determining means for determining an actual engine torque-related amount of the engine of the vehicle; and (c) the vehicle speed-related amount when a downshift is commanded. By detection means An original pressure of hydraulic oil supplied to the plurality of hydraulic friction engagement devices based on the detected vehicle speed-related amount and the actual engine torque-related amount determined by the actual engine torque-related amount determining means. Line pressure adjusting means for adjusting the line pressure.

[0019]

According to the sixth aspect of the invention, the engagement start timing of the engagement-side hydraulic friction engagement device engaged during downshifting is supplied to the hydraulic friction engagement device by the line pressure adjusting means. It is changed by adjusting the line pressure, which is the source pressure of the hydraulic oil to be used. In the line pressure adjusting means, the engagement start timing is determined based on the vehicle speed related amount detected by the vehicle speed related amount detecting means and the actual engine torque related amount determined by the actual engine torque related amount determining means. The line pressure is adjusted so that it is immediately before several synchronization times. Therefore, the line pressure is regulated directly by using the actual engine torque-related amount, which is the driving force for increasing the turbine speed, so that the line pressure is changed using the change rate of the throttle opening-related amount. Without having to take into account variations in altitude, temperature, and individual engine performance,
The engagement start timing of the engagement-side hydraulic friction engagement device can be set immediately before the rotation speed synchronization timing, and the downshift of the automatic transmission can be smoothly performed regardless of the traveling conditions of the vehicle. .

[0020]

[0021]

[0022]

A seventh aspect of the present invention to achieve the above object is to provide a vehicle automatic transmission having a plurality of hydraulic friction engagement devices for switching gears. Flowing through an orifice in an oil passage that supplies hydraulic oil to an engagement-side hydraulic friction engagement device that is frictionally engaged for downshifting of the vehicle automatic transmission among the plurality of hydraulic friction engagement devices. a hydraulic control system for an automatic transmission for a vehicle having a hydraulic fluid flow rate control means for switching the small large orifice state of the resistance and a large small orifice state of flow resistance, related vehicle speed related to the speed of (a) vehicle Detect quantity
Vehicle speed related amount detecting means; and (b) a throttle opening of the vehicle.
Throttle opening change rate calculating means for calculating the change rate of
(c) a hydraulic oil temperature detecting device for detecting an oil temperature of the hydraulic oil,
(d) The orifice switching timing for switching the orifice in the small orifice state to the large orifice state at the time of the downshift command is detected by the vehicle speed related amount detecting means.
Vehicle speed-related quantity and the throttle opening degree change rate calculation procedure.
A throttle opening change rate calculated by a step and an orifice switching timing determining means for determining based on the oil temperature of the hydraulic oil.

[0023]

According to the seventh aspect of the present invention, the orifice switching timing for switching the orifice, which has been set to the small orifice state by the hydraulic oil flow rate changing means to the large orifice state at the time of the downshift command, is determined by the orifice switching timing determining means. It is determined in consideration of the viscosity of the hydraulic oil which changes depending on the oil temperature of the oil. That is, the orifice switching timing is determined in consideration of the supply speed of the working oil to the engagement-side hydraulic friction engagement device, so that the engagement-side hydraulic friction engagement device is The engagement start timing can be set immediately before the rotation speed synchronization timing, and the downshift of the automatic transmission can be smoothly performed.

[0024]

[0025]

[0026]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of the present invention will be described below in detail with reference to the drawings.

FIG. 1 shows a torque converter 12 connected to an engine 10 of a vehicle, an automatic transmission 14, a differential gear device 16, and a hydraulic control device or a hydraulic control circuit 18 for controlling the speed of the automatic transmission 14. , Its hydraulic control circuit 1
The electronic control unit 20 for shifting the vehicle 8 and the like are shown. Power output from the engine 10 is transmitted to drive wheels (not shown) via the torque converter 12, the automatic transmission 14, the operating gear device 16, left and right axles 22 and 24, and the like.

The torque converter 12 includes a pump impeller 28 connected to a crankshaft 26 of the engine 10.
And a turbine wheel 32 connected to the input shaft 30 of the automatic transmission 14 and to which power is transmitted from a pump wheel 28 via a fluid, and which is fixed to a fixed position housing 36 via a one-way clutch 34. And a lock-up clutch 40 that directly connects the pump impeller 28 and the turbine impeller 32 via a damper (not shown).

The automatic transmission 14 has four forward speeds and one reverse speed.
A high speed gear stage, wherein the input shaft 30, a set of Ravigneaux type planetary gear units 44, a ring gear 48 which rotates together with a ring gear 46 of the Ravigneaux type planetary gear units 44, An output shaft, that is, a counter shaft 50 for transmitting power to and from the dynamic gear device 16 is provided.

The Ravigneaux type planetary gear set 44 is configured such that a single pinion planetary gear set 52 and a double pinion planetary gear set 54 share a carrier 56 and the ring gear 46. The single pinion planetary gear device 52 includes a sun gear 58, a planetary gear 60 attached to the carrier 56, and the ring gear 46. The double pinion planetary gear 54 includes a sun gear 62 and a first pinion gear 64 and a second pinion gear 66 rotatably attached to the carrier 56.

Some of the components of the single pinion planetary gear set 52 and the double pinion planetary gear set 54 are not only integrally connected to each other but also selectively connected to each other by three clutches C1, C2 and C3. Have been. In addition, the single pinion planetary gear set 5
2 and some of the components of the double pinion planetary gear set 54 are selectively connected to the housing 36 by three brakes B1, B2, and B3, and further, some of those components are in two one-way directions. Clutch F1, F2
The housing 36 is engaged with the housing 36 depending on its rotation direction.

The clutches C1, C2, C3 and the brakes B1, B2, B3 are constituted by, for example, a multi-plate clutch or a band brake having one or two bands of opposite winding directions. By controlling the frictional engagement and disengagement thereof by the hydraulic control circuit 18 which operates in accordance with a command from the shift electronic control unit 20, the gear ratio γ (= input shaft 30) as shown in FIG.
(Revolution speed / revolution speed of the counter shaft 50), ie, four forward speeds and one reverse speed. In FIG. 2, "1ST", "2ND", "3RD", and "4TH" represent a first gear, a second gear, a third gear, and a fourth gear, respectively, on the forward side. The gear ratio gradually decreases from the first gear to the fourth gear. In addition, since the portions other than the counter shaft 50 of the torque converter 12 and the automatic transmission 14 are configured symmetrically with respect to the axis of the input shaft 30 and the like,
In FIG. 1, the lower side of the axis is omitted.

The hydraulic control circuit 18 includes four solenoid valves SV1 to SV4 used for controlling the gear position of the automatic transmission 14 and the like, and a throttle opening sensor 76 described later.
A linear solenoid valve SLT that generates a control oil pressure P _S having a magnitude corresponding to the throttle opening TA detected by the
For example, a linear solenoid valve _SLN that generates a control oil pressure P _SLN used as an accumulator back pressure described later, a frictional engagement of the lock-up clutch 40, a release of the frictional engagement, and a hydraulic pressure for controlling the slip amount and the like. It has a linear solenoid valve SLU that generates it.

The shift electronic control unit 20 includes a CPU 7
And a so-called microcomputer including a RAM 72, a ROM 74, an input / output interface (not shown), and a throttle opening sensor 76 for detecting an opening TA of a throttle valve provided on an intake pipe (not shown) of the engine 10. Similarly, an inflow air sensor 77 that is provided in an intake pipe (not shown) of the engine 10 and detects an inflow air amount, that is, a GN value, an engine speed sensor 78 that detects a rotation speed of the engine 10, and the input shaft 3.
An input shaft speed sensor 80 for detecting a speed of 0, a speed sensor 82 for detecting the speed N _C of the counter shaft 50, that is, a vehicle speed V, and an operation position of the shift lever 84, ie, L;
An operation position sensor 86 for detecting any one of the S, D, N, R, and P ranges, and a hydraulic oil temperature TB in the hydraulic control circuit 18.
From the oil temperature sensor 88, a signal indicating the throttle opening TA, a signal indicating the engine speed N _E (rpm), a signal indicating the input shaft speed N _IN (rpm), and the output shaft speed N _C
(rpm), that is, a signal indicating the vehicle speed V, a signal indicating the shift lever operating position P _ST , and a signal indicating the oil temperature TB are supplied. The CPU 70 of the electronic control unit 20 for shifting
The input signal is processed using the RAM 72 according to the program stored in the program 74, and based on the processing result,
For example, detection of the running state of the vehicle, the solenoid valve SV
1 to SV4, and controls the linear solenoid valves SLT, SLN, and SLU.

[0035] The hydraulic control circuit 18, as shown in FIG. 3, the clutch C1 and the line pressure P _L to regulating pressure regulating valve 9 as the original pressure of the hydraulic fluid supplied to the brake B1 and the like
And 0 and the linear solenoid valve SLT, the line pressure P _L is reduced to a constant pressure P _SOL, the pressure reducing valve 92 supplies the constant pressure P _SOL to the linear solenoid valve SLT,
It includes a pump 94 that is a source of hydraulic pressure of hydraulic oil and a strainer 124.

The pressure reducing valve 92 has an input port a and an output port a.
A spool valve 96 that opens and closes between the
And a spring 98 for urging the valve element 96 in the valve opening direction.
And the line pressure P supplied to its input port a._L
With the above constant pressure P_SOLAnd output to its output port b.
Let it live. The output port is connected to the input port c of the pressure reducing valve 92.
The hydraulic pressure at the force port b is supplied as feedback hydraulic pressure.
ing. Above constant pressure P _SOLOf the spool valve 96
The pressure receiving area communicating with the input port c is A_MODThe above
The biasing force of the pulling 98 is W_MODIs given by
Constant pressure.

[0037]

[ _Equation 1] P _SOL = W _MOD / A _MOD (1)

The linear solenoid valve SLT has a spool valve 100 for opening and closing between an input port a and an output port b thereof, and a spring 102 for urging the spool valve 100 in a valve opening direction. . The constant pressure P _SOL is supplied to the input port a, and the constant pressure P _SOL is supplied to the input port a.
_SOL is the control pressure P _S as a hydraulic pressure regulated in response to the exciting current of the linear solenoid S _SLT is generated at the output port b. The urging force for urging the spool valve 100 in the valve closing direction of the output port b in accordance with the exciting current of the linear solenoid S _SLT is F _I , the urging force of the spring 102 is W _SLT , Assuming that the area of the annular pressure receiving surface of the land 104 is A _SLT , the control oil pressure P _S is expressed by the following equation. The land 1
Since the space 108 between the land 04 and the land 106 and the output port b are communicated by the oil passage 110,
Hydraulic pressure acting on the pressure receiving surface of the annular is made to the control oil pressure P _S.

[0039]

P _S = F _I / A _SLT −W _SLT / A _SLT (2)

The pressure regulating valve 90 includes a spool valve 112 for opening and closing between an input port b and an output port d, a spring 116 for urging the spool valve 112 via an engagement plate 114 in a valve closing direction. It includes and the hydraulic pressure of the hydraulic fluid from the pump 94 to be supplied to the input port b, pressure regulated to the line pressure P _L in correspondence with the control oil pressure P _S applied to its input port a. The pressure regulating valve 9
The hydraulic pressure of the input port b is supplied to the 0 input port c as a feedback hydraulic pressure. The biasing force of the spring 116 is W _REG , the area of the annular pressure receiving surface of the land 118 of the spool valve 112 is A _REG1 , and the biasing member 122 biases the spool valve 112 in the closing direction of the output port d. if the area of the pressure receiving surface of the the a _REG2, the line pressure P _L is expressed by the following equation.

[0041]

P _L = (A _REG2 / A _REG1 ) · P _S + W _REG / A _REG1 (3)

[0042] (3) indicates that the line pressure P _L is generated in proportion to the control oil pressure P _S.
When it becomes larger than the hydraulic pressure that is calculated by the line pressure P _L (3), the output port d of the pressure regulating valve 90
The hydraulic oil is returned to the strainer 124 from above.

FIG. 4 shows a part of the hydraulic control circuit 18 for switching the automatic transmission 14 between the fourth speed and the third speed. FIG. 4 shows the solenoid valves SV1 and SV2 having a normally closed structure.
3-4 shift valve 150, shift timing valve 152, orifice switching valve 154, orifice 156, orifice 158 having an inner diameter smaller than that of orifice 156,
A clutch accumulator 160, a brake accumulator 162, an orifice 164 before the accumulator, and the like are shown.

The solenoid valve SV1 has an orifice 1
Port a to which the constant pressure P _SOL is supplied through port 68
And a drain port b, the port a of which is connected to the input port a of the 3-4 shift valve 150. The solenoid valve SV1 shuts off the flow of hydraulic oil between the two ports in the non-excited state of the OFF state, i.e. the solenoid S _SV1, the excited state of the ON state, namely the solenoid S _SV1 supplied to the port a By releasing hydraulic oil to the atmospheric pressure from the drain port b, the 3-4 shift valve 1 connected to the port a is released.
The hydraulic pressure of the 50 input ports a is switched between the constant pressure P _SOL and the atmospheric pressure.

The solenoid valve SV2 has an orifice 1
Port a to which the constant pressure P _SOL is supplied through
And a drain port b, the port a of which is connected to the input port a of the orifice switching valve 154. The solenoid valve SV2 blocks the flow of hydraulic fluid between the two ports in the non-excited state of the OFF state, i.e. the solenoid S _SV2, in the excited state of the ON state, namely the solenoid S _SV2 supplied to the port a By releasing the hydraulic oil to the atmospheric pressure from the drain port b, the oil pressure at the input port a of the orifice switching valve 154 connected to the port a is switched between the constant pressure P _SOL and the atmospheric pressure.

The 3-4 shift valve 150 has an input port
a, b and c, input / output ports d and e, and output ports
Port f, the drain port g, and the input / output port d.
Any of the input port b and the drain port g
Communication with the input / output port.
E to one of the above input port c and output port f
A spool valve element 172 selectively communicating with one side,
When the input / output port d is connected to the drain
Communicates with import g and the input / output port e
Spring 174 biasing in the direction communicating with force port c
And The input port a is
Connected to port a of the solenoid valve SV1,
The input ports b and c are connected to the
In pressure P _LIs supplied. Also, the above input / output port
d is connected to the brake B1 through the oil passage 177.
You.

The area A _V1a of the end face of the land 178 communicating with the urging force W _{V1 of the} spring 174 and the input port a of the spool valve element 172 is A _V1a · P _SOL >
W _V1 . Therefore, when the solenoid valve SV1 is in the OFF state, the operating oil of the constant pressure P _SOL is supplied to the input port a.
The spool valve 172 communicates with the input port b and the input / output port d as shown on the left side of FIG. 4 against the urging force W _V1 of the spring 174, and communicates with the input / output port e and the output port f. When the solenoid valve SV1 is in the ON state, the hydraulic pressure of the input port a is set to the atmospheric pressure, and the spool valve 172 is moved by the urging force W _{V1 of the} spring 174. As shown on the right side of FIG.
And the input / output port e communicates with the input / output port d and the drain port g.

The shift timing valve 152 includes input ports a, b, and c, a drain port d, a spool valve element 180 for opening and closing between the input port b and the drain port d, and a spool valve element 180. And a spring 182 for urging the valve in the valve opening direction. The input ports a and c are connected to the oil passage 183 and the oil passage 1 respectively.
85, it is connected to the brake B1 and the output port f of the 3-4 shift valve 150. The control port PSLN generated by the linear solenoid valve _SLN is supplied to the input port b.

The control oil pressure P _SLN is set such that the area of the annular pressure receiving surface of the land 184 communicating with the input port a of the spool valve element 180 is A _V2a , and the land communicating with the input port b of the spool valve element 180. 186, the area of the annular pressure receiving surface is A _V2b , and the _urging force of the spring 182 is W
Assuming that _V2 , A _V2a · P _L > A _V2b · P _SLN + W _V2 . Therefore, the solenoid valve S
Since V1 is in a state of OFF hydraulic oil of the line pressure P _L to the input port a is supplied, the spool 1
FIG. 4 shows the spring 80 against the urging force W _V2 of the spring 182.
Move to the direction in which the input port c and the drain port d communicate. On the other hand, when the solenoid valve SV1 is ON, the hydraulic pressure at the input port a is set to the atmospheric pressure, so that the spool valve element 180 is actuated by the urging force W _{V2 of the} spring 182 as shown in the left side of FIG. The port c and the drain port d move so as not to communicate with each other.

The orifice switching valve 154 includes input ports a, b and c, an output port d communicating with the input port b, a spool valve 188 for opening and closing the input port c and the output port d, The spool valve 18
And a spring 190 for urging the valve 8 in the valve opening direction. The input port a is connected to the port a of the solenoid valve SV2 as described above, and the input port b is connected to the input / output port e of the 3-4 shift valve 150 via an oil passage 192. The orifice 156 is provided in the middle of the oil passage 192, and the orifice 158 is provided at a position closer to the orifice switching valve 154 than the orifice 156. The above input port c
Is connected to a portion of the oil passage 192 between the orifice 156 and the orifice 158. The port d is connected to the clutch C1 by an oil passage 194.

The constant pressure P _SOL is controlled by the spool valve 1
The area of the pressure receiving surface of the land 195 communicating with the input port a of A 88 is A _V3a , and the _urging force of the spring 190 is W
Assuming that _V3 , A _V3a · P _SOL > W _V3 . When the solenoid valve SV2 is turned off, the constant pressure P _SOL is supplied to the port a of the orifice switching valve 154, so that the port c of the orifice switching valve 154 as shown on the left side of FIG. Is Land 1
Blocked by 95. As a result, when hydraulic oil is supplied to the clutch C1 through the oil passages 192 and 194, the supplied hydraulic oil is supplied to the two orifices 1
56 and 158 will be passed in series. This state where the flow resistance is large is called a small orifice state. on the other hand,
When the solenoid valve SV2 is turned on, the oil pressure at the port a of the orifice switching valve 154 is set to the atmospheric pressure, and as shown on the right side of FIG.
The port c and the port d of 4 are communicated. As a result, when hydraulic oil is supplied to the clutch C1 through the oil passages 192 and 194, the supplied hydraulic oil mainly passes through the orifice 156 having an inner diameter larger than the orifice 158. This state where the flow resistance is small is called a large orifice state. Switching control between the small orifice state and the large orifice state is referred to as orifice switching control.

The portion of the oil passage 192 closer to the input / output port e of the 3-4 shift valve 150 than the orifice 156 and the oil passage 194 are connected by an oil passage 196. The oil passage 196 is provided with a one-way valve 198 that permits the flow of hydraulic oil from the oil passage 194 to the oil passage 192, but prohibits the flow in the opposite direction. The one-way valve 198 allows the oil passage 1
The supply of hydraulic oil to the clutch C1 through 96 is prohibited.

The clutch accumulator 160 includes:
A housing 200, a port a and an input port b provided in the housing 200,
The piston includes a stepped cylindrical piston 202 slidably accommodated in the cylinder 0 and a spring 204 for urging the piston 202 toward the port a. The piston 202 includes a large diameter portion 206 and a small diameter portion 208, and an end surface 210 of the large diameter portion 206 opposite to the small diameter portion 208 is communicated with the port a. Further, an annular end face 212 formed at the boundary between the large diameter portion 206 and the small diameter portion 208 is communicated with the input port b. Said port a is connected to the oil passage 194 through the oil passage 214, the aforementioned input port b, the line pressure P _L is supplied as an accumulator back pressure.
The above accumulator back pressure of the line pressure P _L pressure reducing valve 9
In some cases, the pressure may be adjusted by a valve similar to that of the second valve.

When the solenoid valve SV1 is in the OFF state and the oil pressure at the port a of the clutch accumulator 160 is atmospheric pressure, the piston 202 is actuated by the biasing force of the spring 204 as shown in the right side of FIG. It moves toward the port a of the accumulator 160, and the amount of hydraulic oil stored inside the clutch accumulator 160 is minimized. On the other hand, if the solenoid valve SV1 is turned on and the line pressure P _L is supplied to the port a and the input port b of the clutch accumulator 160, the piston 202 corresponds to the magnitude of the line pressure P _L. The inside of the housing 200 is moved by the determined moving distance. The area A _A1a of the end face 210 of the piston 202 and the area A of the annular end face 212
The difference between _A1b and (A _A1a -A _A1b ) is the area difference ΔA _A1 and the spring 20 at the moving distance x of the annular piston 202.
Assuming that the _urging force by W4 is W _A1 (x), the relationship represented by the following equation is established.

[0055]

## EQU4 ## P _L = W _A1 (x) / ΔA _A1 (4)

The urging force W _A1 (x) of the spring 204
Is expressed by the following equation, where the urging force of the spring 204 when the moving distance x is zero is W _A1 (0) = W _A10 , and the spring constant of the spring 204 is k ₁ .

[0057]

## EQU5 ## W _A1 (x) = W _A10 + k ₁ · x (5)

From the equations (4) and (5), the above-mentioned biasing force W
By clearing the _A1 (x), the relational expression between the line pressure P _L and the moving distance x is obtained.

[0059]

X = (ΔA _A1 / k ₁ ) · P _L − (W _A10 / k ₁ ) (6)

The right side of equation (6) must be larger than zero.
, Ie, the above line pressure P_LBut the predetermined threshold hydraulic pressure
P_LA1TH= W_A10 / ΔA_A1If not bigger, top
The clutch accumulator 160 opens the storage of the hydraulic oil.
Do not start. This threshold hydraulic pressure P _LA1THIs the clutch C
The line pressure P at the time when the first frictional engagement is started_LYo
Is also slightly larger. Therefore, the clutch
Accumulator 160 is configured such that clutch C1
Immediately after the start, storage of the hydraulic oil is started. Above line
Pressure P_LIs the threshold hydraulic pressure P_LA1THIf you rise beyond
The clutch accumulator 160 has its maximum capacity.
Continue to contain hydraulic fluid until Therefore, clutch clutch
Compared to when the accumulator 160 does not contain hydraulic oil
As the amount of hydraulic oil supplied to the clutch C1 decreases,
The frictional engagement of the latch C1 is performed gently.

[0061] In this embodiment, the input port b of the clutch accumulator 160, but the line pressure P _L is supplied, for example, in the case where this port b is released to atmospheric pressure The above equation (6) is replaced with the following equation.

[0062]

X = (A _A1a / k ₁ ) · P _L- (W _A10 / k ₁ ) (7)

Comparing the first term on the right side of the above equations (6) and (7), A _A1a > ΔA _A1 indicates that the line pressure P _L is supplied to the input port b of the clutch accumulator 160. compared if not, who when the line pressure P _L is supplied becomes possible to suppress an increase in the moving distance x with respect to the increase in the line pressure P _L. Therefore,
For example, when the line pressure P _L is boosted, the amount of hydraulic oil is accommodated in the clutch accumulator 160 becomes a downward trend, it is possible to further increase the flow rate of the hydraulic oil supplied to the clutch C1 . Further, when the line pressure P _L is reduced, since the amount of hydraulic oil is accommodated in the clutch accumulator 160 becomes increasing, it further reduces the flow rate of the hydraulic oil supplied to the clutch C1 Can be.

The brake accumulator 162 is
The port a is similar to the clutch accumulator 160, and the port a is connected to the oil passage 17 by an oil passage 216.
Is connected to 7, the line pressure P _L is supplied as back pressure to the input port b. The back pressure is the line pressure P _L
May be a pressure regulated by a valve similar to the pressure reducing valve 92. The brake accumulator 162 operates similarly to the clutch accumulator 160 when the brake B1 is frictionally engaged.

The pre-accumulator orifice 164, which functions as a hydraulic oil outflow rate limiting device, is
Orifice 218 provided in the orifice 2
And a brake accumulator 162 provided in the bypass passage 220 from the oil passage 177 side.
A one-way valve 222 that allows hydraulic fluid to flow to the side, but inhibits the flow in the opposite direction. Therefore, the orifice 164 before the accumulator does not suppress the flow rate of the hydraulic oil accommodated in the accumulator for brake 162 from the oil passage 177 through the oil passage 216, but the orifice 164 passes from the brake accumulator 162 through the oil passage 216. The flow rate of the working oil toward the oil passage 177 is suppressed. As a result, when the hydraulic pressure P _{B1 of the} brake B1 is reduced to the atmospheric pressure, the outflow of hydraulic oil from the brake B1 through the oil passage 177 can be hastened, so that the frictional engagement of the brake B1 is further released. It can be done quickly.

The clutch C1 of this embodiment can be of a multi-plate type as shown in FIG. In FIG.
The clutch C1 of this embodiment includes an annular cylinder portion 230 formed integrally with the input shaft 30, an annular piston 232 housed in the cylinder portion 230 so as to be slidable in the axial direction, A return spring 236 for urging the annular piston 232 in a direction in which the volume of an annular hydraulic chamber 234 formed by the annular piston 230 and the annular piston 232 decreases; a plurality of pressure plates 238 rotating together with the input shaft 30; The pressure plate 23 is attached to the other end of the intermediate shaft 240 provided with the sun gear 62 of the double pinion planetary gear train 54.
8 are provided in an alternately overlapping state with the intermediate shaft 24.
And a plurality of clutch plates 242 that rotate together with zero.

When the hydraulic pressure of the hydraulic oil inside the hydraulic chamber 234 is atmospheric pressure, the annular piston 232 is moved to the initial position shown in FIG. The distance from the pressure plate 238 is D. From this state, the through the oil passage 194 provided inside of the input shaft 30 the line pressure P _L is the hydraulic chamber 234
When supplied to the inside, the annular piston 232 is moved toward the pressure plate 238 against the urging force of the return spring 236. When the moving distance reaches the distance D, the annular piston 232 and the pressure plate 238 start to engage, and further, the pressure plate 238 and the clutch plate 242 start to frictionally engage. As a result, the clutch C1 starts frictional engagement.

The period until the moving distance of the annular piston 232 reaches the distance D is a period during which the return spring 236 continues elastically contracting until the pressure plate 236 and the clutch plate 242 are in close contact with each other. This period is called a return spring period. The frictional engagement of the clutch C1
The higher the hydraulic pressure of the hydraulic oil supplied through the pipe 4 is, the stronger the pressure is. Further, when the increasing rate of the hydraulic pressure of the hydraulic oil supplied through the oil passage 178 is large, the frictional engagement is performed more rapidly than when the increasing rate is small. In this embodiment, the brake B1, the clutch C2, and the like have the same configuration as the clutch C1.

FIG. 6 is a functional block diagram for explaining main control functions of the electronic control unit 20 for shifting. The shift control means 300 determines a shift based on the actual vehicle speed V and the throttle opening TA from a shift diagram stored in advance, outputs a shift command for realizing the determined shift speed, and outputs a plurality of shift commands. The gear position of the automatic transmission 14 is switched by selectively operating the hydraulic friction engagement device. For example, when it is determined that a 4 → 3 downshift is performed, the brake B1 that is the release-side hydraulic friction engagement device is released and the clutch C1 that is the engagement-side hydraulic friction engagement device is released.
Is output to the solenoid valve SV1, and the 3-4 shift valve 150 is shifted to the fourth speed side (FIG. 4).
(Left side of the center line of FIG. 4) to the third speed side (right side of the center line of FIG. 4).

The downshift determining means 302 determines whether or not a downshift command of the clutch-to-clutch, for example, a power-on 4 → 3 downshift command has been output by the shift control means 300 in the power-on state.

When the shift control means 300 outputs a 4-3 downshift command, the hydraulic oil flow rate changing means 304 shifts down the clutch-to-clutch of the hydraulic control circuit 18 until the orifice switching period T _C ′ elapses. The orifice in the oil passage 192 that supplies hydraulic oil to the clutch C1 is brought into a small orifice state with a large flow resistance, and the orifice switching period T _C ′ elapses. Thereafter, the orifice state is switched to a large orifice state with a small flow resistance. That is, when the power-on clutch-to-clutch downshift is determined by the downshift determining means 302, the orifice state is set to the small orifice state to limit the flow rate of the hydraulic oil supplied to the clutch C1, and the power-on state is reduced. If it is determined by the orifice switching period determining means 320 that the orifice switching period T _C ′ has elapsed from the time when the clutch-to-clutch down shift has been determined, the orifice state is set to the large orifice state, and the clutch C1 is switched to the large orifice state. Increase the flow rate of supplied hydraulic oil.

The vehicle speed related amount detecting means 306 detects a vehicle speed related amount related to the speed of the vehicle. For example, for detecting a rotational speed N _C i.e. the vehicle speed V of the counter shaft from the vehicle speed sensor 82 for detecting the rotational speed N _C of the counter shaft 50. Alternatively, the output shaft rotation speed N _OUT , the clutch C1 rotation speed N _C1 , the input shaft rotation speed N _IN , the turbine rotation speed N _T , the gear ratio γ, and the like related to the vehicle speed are detected.

The throttle opening related amount detecting means 308
A throttle opening related amount related to a throttle opening of the vehicle is detected. For example, from the throttle opening sensor 76, the throttle opening TA and the accelerator pedal depression amount θ
Detect _ACC .

The orifice switching period determining means 310 determines the vehicle speed related amount detected by the vehicle speed related amount detecting means 306 and the throttle speed when the down shift determining means 302 determines that the downshift of the power-on clutch-to-clutch is performed. On the basis of the throttle opening related amount detected by the opening related amount determining means 308 or the rate of change thereof, the engagement start timing of the engagement side hydraulic friction engagement device and the synchronization timing of the rotational speed substantially coincide with each other. to manner, to determine the duration of the orifice switching period T _C that small orifice state to the orifice that is smaller orifice state by the hydraulic oil flow rate changing unit 304 at the time of down-shift command is switched to the large orifice state. For example, based on the vehicle speed V at the time when the downshift determination means 302 determines the 4 → 3 downshift and the throttle opening change rate TA ′ from a time before the shift command by a small time Δt to the shift command,
The synchronization timing of the rotation speed is estimated from a relationship experimentally obtained in advance, and is determined to be slightly before the synchronization timing of the rotation speed.

The synchronous timing of the rotational speed is determined by the difference between the turbine rotational speeds _NT before and after the shift and the rising speed of the turbine rotational speed _NT . For higher rate of change of the throttle opening TA 'is larger minute time Δt before the throttle opening TA of the shift command is small, the engine torque TE before the minute time Δt is low, rising i.e. turbine speed therefor turbine speed N _T The speed at which _NT rises becomes slower, and the timing for synchronizing the rotational speed becomes later. Further, as the vehicle speed V increases, the turbine speed _NT after the shift is completed increases, so that the increase width of the turbine speed _NT increases, and the timing of synchronizing the speed is delayed. For this reason, the orifice switching period T _C determined by the above relation is the change rate T of the throttle opening.
It is set in advance so that the larger the value of A 'and the higher the vehicle speed V, the slower (larger). FIG.
Is a relationship stored in the orifice switching period determining means 310, in which the orifice switching period T _C is determined by the vehicle speed V and the throttle opening degree change rate TA ′,
That shows an example of a V-TA'-T _C map.
Further, instead of the relationship shown in FIG. 7, the orifice switching period T _C may be determined by a function represented by the following equation (8), for example. Note that α in the following equation (8),
β, a, b, and c are arbitrary constants.

[0076]

T _c = α (TA ′) ^a + β (V) ^b + c (8)

Actual engine torque related quantity determining means 312
Determines an actual engine torque related quantity of the engine of the vehicle. Since the actual engine torque related quantity is related to the actual output torque of the engine 10 of the vehicle, the engine torque TE, GN value (inflow air quantity), PM value (intake pipe negative pressure), KL value, fuel injection A ratio PF or the like can be used. For example, an inflow air amount, that is, a GN value is detected from an inflow air sensor 77 provided in an intake pipe (not shown) of the engine 10. Alternatively, a torque sensor attached to the crankshaft 26 or the input shaft 30 may directly detect the actual engine torque TE transmitted via those shafts. Alternatively, the GN value, P
The actual engine torque TE _A may be estimated (calculated) from a preset relationship based on the M value, the KL value, the fuel injection rate PF, and the like. The KL value is the GN value or an engine load factor calculated by the following equation (9) based on the GN value.

[0078]

KL = filling efficiency × PM value [kPa] /101.325 [kPa] × 100 = GN [g / rev] / {(displacement amount / 2) [l / rev] × 1.2}・ (9)

Reference engine torque related amount determining means 316
Is calculated from the relationship previously obtained.
The engine speed N _E detected throttle opening TA and the engine speed sensor 78 is detected from the engine when the reference engine torque or output torque representing the theoretical value of the output torque (calculated) is the stoichiometric value Determine the torque-related quantity. The reference engine torque-related amount is compared with the actual engine torque-related amount by the orifice switching period correction means 318 described later, and thus is set to the same parameter as the compared parameter. For example, in the orifice switching period correction means 318, GN
Reference GN by the throttle opening degree TA and the engine speed N _E from previously obtained relevant if the value is compared
Value is determined, the reference engine torque TE _ST is determined by the throttle opening degree TA and the engine speed N _E from previously obtained relationship in the case where the engine torque TE is compared.

[0080] Orifice switching period correcting means 318, the actual engine torque-related quantity determined by the actual engine torque-related quantity determining means 312, is determined by the throttle opening degree TA and the engine speed N _E from previously obtained relationship Based on the reference engine torque related amount, the engine 1
More preferably, the rotation start timing of the clutch C1 is set to be substantially the same as the rotation start timing of the clutch C1 irrespective of the actual output torque change of zero. so that immediately preceding, correct the T _C between the orifice switching period. For example, the actual engine torque related amount determining means 312 estimates the actual engine torque TE _A from the GN value detected by the inflow air sensor 77 using a preset relationship, and the reference engine torque related amount determining means 316 determines the reference engine torque TE _ST from the throttle opening degree TA and the engine speed N _E, the orifice switching period correcting means 318, the orifice switching period T _C based on the difference between the actual engine torque TE _a and the reference engine torque TE _ST is T _C '
It is said.

When the actual engine torque TE _A is larger than the reference engine torque TE _ST , the rising speed of the turbine rotational speed _NT becomes VT as shown in FIG.
Faster than the rising speed of the estimated turbine speed N _T when determining the A'-T _C map. That is, the synchronization timing of the actual rotation speed is determined by the orifice switching period determination means 310.
Is earlier than the synchronous timing of the rotational speed estimated at. Accordingly, as the difference between the actual engine torque TE _A and the reference engine torque TE _ST (TE _A -TE _ST) is large, the orifice switching period T _C at the orifice switching period correcting means 318 is corrected to a small value.

[0082] Conversely, if the actual is larger reference engine torque TE _ST than the engine torque TE _A is rising speed of the turbine rotational speed N _T is, V-TA'- as shown in FIG. 7 slower than the rising speed of the estimated turbine speed N _T in determining the T _C map. That is, the actual rotation speed synchronization timing is later than the rotation speed synchronization timing estimated by the orifice switching period determination means 310. Accordingly, as the difference between the reference engine torque TE _ST and the actual engine torque TE _A (TE _ST -TE _A) is large, the orifice switching period T _C at the orifice switching period correcting means 318 is corrected to a larger value.

The orifice switching period judging means 320 measures the time after the orifice state is changed to the small orifice state in the downshift judging means 302, and the orifice switching period T _C ′ corrected by the orifice switching period correcting means 318 is used. At the time point when the operation oil flow rate changing means 3
04 switches the orifice state to the large orifice state.

FIG. 8 shows a main part of the control operation of the shift electronic control unit 20, that is, in a state where the throttle opening TA is not fully closed, the shift stage of the automatic transmission 14 is set to the fourth position.
9 is a flowchart showing a part of a main routine showing a process executed when a downshift for downshifting from a high gear to a third gear, that is, a power-on downshift is determined.

In FIG. 8, the downshift determining means 3
When a power-on 4 → 3 downshift command is output in a step (not shown) corresponding to 02, SA1 and subsequent steps are started. This state is shown at time t _{0 in} FIG. At this point, the gear is still in the fourth gear, and as shown in FIG. 2, the brake B1 is in the state of frictional engagement, and the clutch C1 is in the state of frictional engagement release. Has become. FIG. 9 shows the output shaft torque T _OUT (N · m), the hydraulic pressure P _B1 (Pa) of the brake B1, and the hydraulic pressure P _{C1 of the} clutch C1 when the vehicle is traveling at high altitude.
(Pa), turbine speed N _T (rpm),
Is a diagram showing that it schematically the change of the engine torque T _E (N · m), the solid line orifice switching period correcting means 3
18 shows a case where the orifice is set to the large orifice state after the lapse of the orifice switching period T _C determined by the orifice switching period determining means 310 without being executed,
The broken line shows the case where the orifice switching period correction means 318 is executed.

SA corresponding to hydraulic oil flow rate changing means 304
In 1, the flow rate of the hydraulic oil is restricted by setting the orifice state of the oil passage 192 for supplying the hydraulic oil to the clutch C1 engaged to realize the 4 → 3 downshift to the small orifice state. In the following SA2, the timer t
Is initialized by clearing the contents of
At SA3 corresponding to the vehicle speed related amount detecting means 306, the throttle opening related amount determining means 308, and the actual engine torque related amount determining means 312, the vehicle speed V is read from the vehicle speed sensor 82 and the throttle opening sensors 76 to 4 are read.
→ The throttle opening change rate TA ′ from the time before the short time Δt before the downshift command to the time of the shift command is calculated, and the GN value detected by the inflow air sensor 77 is read.

In SA4 corresponding to the orifice switching period determining means 310, the vehicle speed V and the throttle opening change rate TA 'read or calculated in SA3 are calculated using the relationship experimentally obtained in advance shown in FIG. The orifice switching period T _C is determined such that the rotation timing is estimated to be slightly earlier than the rotation timing synchronization timing.

If the increasing speed of the turbine speed _NT considered in determining the relationship in FIG. 7 is substantially the same as the increasing speed of the turbine speed _NT at the time of the shift command, the orifice switching period T _{C is determined.} The orifice state is switched to the large orifice state after elapse of the predetermined time, so that the start of the frictional engagement of the clutch C1 becomes immediately before the time when the rotational speeds of the input member and the output member of the clutch C1 are synchronized. The shift is completed without causing the shift. However, the turbine speed _NT considered in determining the relationship in FIG.
Is different from the rising speed of the turbine rotational speed _NT at the time of the shift command, the start timing of the frictional engagement of the clutch C1 is not immediately before the synchronous timing of the rotating speed, and a shift shock occurs. Would.

Therefore, in the following SA5 to SA8, the orifice switching period T _C determined in SA4.
Is corrected. First, in SA5, the engine speed N _E is read from the engine speed sensor 78, the throttle opening degree TA is read from the throttle opening sensor 76, the SA6 corresponding to the reference engine torque-related quantity determining means 316 for subsequent, previously determined reference engine torque TE _ST is determined by the engine speed N _E and the throttle opening TA from the obtained relationship.

Successive actual engine torque related amount determining means 31
In SA7 corresponding to SA2, the actual engine torque TE _A is estimated from the GN value read in SA3, and in SA8 corresponding to the orifice switching period correction means 318, the actual engine torque TE _A estimated in SA7 and S
The reference engine torque TE _ST determined in A6 is compared, and the orifice switching period T _C is corrected based on the difference to T _C ′.

In the case of traveling at high altitude shown in FIG. 9, sufficient air cannot be supplied to the engine due to low air pressure.
Actual engine torque TE _A indicated by solid lines, is shown from the same throttle opening degree TA and the engine speed N _E when the dashed line which is determined by assuming the the flat (pressure of approximately 1 atmosphere) running on a _Lower than the reference engine torque TE _ST . Also, when the engine water temperature is low or the intake air temperature is high, the actual engine torque TE _A becomes smaller than the reference engine torque TE _ST . Therefore, racing i.e. the rising speed of the turbine speed N _T is delayed, since the synchronous timing of the rotational speed is slow, the aforementioned reference engine torque TE _ST and the difference between the actual engine torque TE _A (TE _ST -TE _A) Is larger, the corrected orifice switching period T _C ′ is set to a larger value.

Subsequently, the orifice switching period determination means 320
SA9 to SA10 corresponding to are executed. First SA
In step 9, the content of the timer value t is incremented. In the subsequent step SA10, is the content of the timer value t to be timed after the 4 → 3 downshift command has not reached the orifice switching period T _C ′ set in SA8? It is determined whether or not. Initially, the determination at SA10 is affirmative, so the above SA9 and subsequent steps are repeatedly executed. However, when the orifice switching period T _C ′ elapses from the 4 → 3 downshift command, the determination in SA10 is denied, and in SA11 corresponding to the hydraulic oil flow rate changing means 304, the orifice state changes from the small orifice state to the large orifice state. Is switched to.

As shown in FIG. 9, when the orifice state is switched at the time t _1, that is, at the elapse of the orifice switching period T _C determined at SA4 in the case of high altitude traveling,
The orifice state is changed to the large orifice state when the turbine speed _NT is not sufficiently close to the speed after the shift. As a result, as shown by the solid line, the engagement of the clutch C1 is started before the rotation speed reaches the synchronization timing, so that a negative peak occurs in the output shaft torque TE _OUT . T ₂ time points Figure 9 shows this state. However, when the orifice state is switched to the large orifice state at the time point t _3, that is, at the elapse of the orifice switching period T _C ′ corrected at SA8, the rise of the hydraulic pressure P _C1 of the clutch C1 is delayed as shown by the broken line. ,
The engagement start timing of the clutch C1 is delayed. as a result,
Since the engagement start timing of the clutch C1 can be set immediately before the rotation timing synchronization timing, the shift can be smoothly performed without a shift shock. T ₄ time in FIG. 9 shows this state.

As described above, according to the present embodiment, 4 → 3
At the time of the downshift command, the hydraulic oil flow rate changing means 304 (SA
Orifice switching period T _C up to orifices with a small orifice state is switched to the large orifice state by 1), the orifice switching period determining means 310 (SA
According to 4), the rotation speed synchronization timing is estimated and determined based on the vehicle speed V and the change rate TA ′ of the throttle opening. Further, the orifice switching period correction means 318 (SA
By 8), the orifice switching period T _C is corrected based real and actual engine torque TE _A, the difference between the reference engine torque TE _ST. Therefore, the engine torque T orifice switching period T _C affects synchronization timing rpm
Since the correction is made based on E, the engagement start timing of the clutch C1 can be set immediately before the rotation speed synchronization timing regardless of the running conditions of the vehicle, and the downshift of the automatic transmission 14 is smoothly performed. be able to.

Next, another embodiment of the present invention will be described in detail with reference to the drawings. In the following description, portions having the same configuration as in the above-described embodiment are denoted by the same reference numerals, and description thereof will be omitted. FIG. 10 is a functional block diagram for explaining a main part of a control function of the shift electronic control device 20 when the second invention is applied. Having. The function block diagram shown in FIG. 10 is different from the function block diagram shown in FIG. The orifice switching period determining unit 320 is replaced with the orifice switching period determining unit 326, and the other functions are the same. Hereinafter, a description will be given focusing on portions different from FIG.

The orifice switching speed determination means 322
When the downshift determining means 302 determines that the downshift of the power-on clutch-to-clutch has been performed, the automatic shift that becomes the orifice switching speed at which the orifice changed from the small orifice state to the large orifice state by the hydraulic oil flow rate changing means 304 is performed. The amount related to the input shaft rotation speed of the engine 14 is determined by the vehicle speed related amount detected by the vehicle speed related amount detecting means 306 and the throttle opening detected by the throttle opening related amount detecting means 308 during the downshift. Based on the related amount or the rate of change thereof, it is determined that the engagement start timing of the engagement-side hydraulic friction engagement device and the synchronization timing of the rotational speed substantially coincide. Here, the input shaft rotation speed related amount indicates the rotation speed of the input side member of the engagement side friction engagement device that is frictionally engaged at the time of downshift, and is output from the input shaft rotation speed sensor 80, for example. When the input shaft rotation speed N _IN, that is, the turbine rotation speed N _T , or the clutch C1 serves as the above-mentioned engagement side frictional engagement device, it means the rotation speed N _{C1 of the} clutch C1 and the like.

For example, the orifice switching speed determining means 3
Reference numeral 22 denotes a turbine speed based on the vehicle speed V at the time when the downshift determination means 302 determines that the 4 → 3 downshift has been performed and the throttle opening degree change rate TA ′ from a time before the shift command by a short time Δt to the shift command. using experimentally determined in advance was related increase speed and increase the width of the N _T a (increase in speed) in view, the predetermined value .DELTA.N _T small turbine speed than the turbine speed N _T after shifting completion the N _T is determined as an orifice switching rotational speed N _TC.

[0098] Figure 11 is used in the orifice switching rotational speed determining means 322, previously stored feel more alert relationships vehicle speed V and the orifice switching rotational speed N _TC by a throttle opening change rate TA 'is determined, i.e. V-TA'- An example of the _NTC map is shown. The larger the throttle opening change rate TA ', the slower the turbine speed rises. Therefore, the orifice switching speed _NTC is set to a value closer to the turbine speed _NT after shifting is completed, that is, a larger value. Further, the turbine rotational speed N _T after shifting is completed because the vehicle speed V increases the faster, the orifice switching rotational speed N _TC as the vehicle speed V is high is a large value. Similar to the function expression instead of 7 in the previous examples were used, the orifice switching rotational speed N _TC may be determined by functional expression in place of the relationship shown in FIG 11.

The orifice switching rotation speed correction means 324
Wherein the actual engine torque-related quantity determined by the actual engine torque-related quantity determining means 312, on the basis of the reference engine torque-related quantity which is determined by the throttle opening degree TA and the engine speed N _E from previously obtained relationship, More preferably, the engagement start timing of the clutch C1 is synchronized with the rotation speed so that the rotation speed synchronization timing substantially coincides with the engagement start timing of the clutch C1 regardless of a change in the actual output torque of the engine 10. The orifice switching speed _NTC is corrected so as to be immediately before the timing. For example, the actual engine torque TE _A estimated by the actual engine torque related amount determining means 312 from the GN value using a preset relationship.
When, in the reference engine torque-related quantity determining means 316 is corrected orifice switching rotational speed N _TC is based on the difference between the reference engine torque TE _ST is determined from the throttle opening degree TA and the engine speed N _E and N _TC ' Is done.

When the actual engine torque TE _A is larger than the reference engine torque TE _ST , the rising speed of the turbine rotational speed _NT becomes V−V as shown in FIG.
When the TA′-N _TC map is determined, the speed is higher than the estimated increase speed of the turbine rotational speed _NT . That is, the time required for the turbine rotation speed _NT to reach the orifice switching rotation speed _NTC is shortened, and the amount of movement of the annular piston 232 of the clutch C1 at that time is reduced. Therefore, the time required for the orifice switching rotational speed N _TC determined in the orifice switching rotational speed determining means 322 to start the engagement of the clutch C1 also switch the orifice state becomes longer, the clutch C1 is started engaging In such a case, the turbine rotation speed _NT becomes higher than the rotation speed (synchronous rotation speed) after the shift is completed. Therefore, in such a case, it is necessary to switch the orifice state earlier. Therefore, the actual engine torque TE _A and the reference engine torque TE
As the difference between the _ST (TE _A -TE _ST) is large, the orifice switching rotational speed N _TC in the orifice switching rotational speed correction unit 324 is corrected to a small value.

[0102] Conversely, if the actual is larger reference engine torque TE _ST than the engine torque TE _A is rising speed of the turbine rotational speed N _T is, V-TA'- as shown in FIG. 11 When the _NTC map is determined, it becomes slower than the estimated increase speed of the turbine rotational speed _NT . That is, the turbine rotational speed N _T in the orifice switching rotational speed N _TC becomes longer time to reach the clutch C when the
The amount of movement of one annular piston 232 increases. Therefore, the time required for the orifice switching rotational speed N _TC determined in the orifice switching rotational speed determining means 322 to start the engagement of the clutch C1 is switched to the orifice state is shortened, the clutch C1 starts engagement Sometimes the turbine speed _NT has not reached the synchronous speed. Therefore, in such a case, it is necessary to delay the timing of switching the orifice state. Therefore, the difference between the reference engine torque TE _ST and the actual engine torque TE _A (TE _ST −T
The larger the E _A ), the more the orifice switching speed correction means 32
At 4, the orifice switching speed N _TC is corrected to a large value.

The orifice switching speed determining means 326
Input shaft speed N output from input shaft speed sensor 80
_INThat is, the turbine speed N_TDetect the turbine rotation
Number N _TIn the orifice switching rotation speed correction means 324
Corrected orifice switching speed N_TC’
The orifice state is greatly changed by the hydraulic oil flow rate changing means 304.
Switch to the refining state.

FIG. 12 shows a state in which the gear stage of the automatic transmission 14 is shifted from the fourth gear stage to the third gear stage by the electronic shift control device 20 of this embodiment when the throttle opening TA is not fully closed. FIG. 9 is a flowchart showing a part of a main routine showing a process executed when a downshift for downshifting to a high gear, that is, a power-on downshift command is determined.

In FIG. 12, when a power-on 4 → 3 downshift command is output in a step (not shown) corresponding to the downshift determination means 302, first, SB1
The same processing as in SA1 in FIG.
In step SB3 corresponding to the orifice switching speed determining means 322, the vehicle speed V and the throttle opening change rate TA 'shown in FIG.
Using the relationship obtained in advance experimentally to be a predetermined value .DELTA.N _T smaller than the turbine speed N _T after shifting from the vehicle speed V and the throttle opening change rate TA that is read or calculated in SB2 ' , The orifice switching speed N _TC is determined.

If the rising speed of turbine speed _NT considered in determining the relationship in FIG. 11 is substantially the same as the rising speed of turbine speed _NT at the time of a shift command, turbine speed _NT is reduced. By switching the orifice state to the large orifice state when the orifice switching speed _NTC is reached, the start of frictional engagement of the clutch C1
The shift is completed immediately before the timing at which the rotation speeds of the input / output side members 1 are synchronized, and no shift shock occurs. However, when the rising speed of the turbine rotation speed _NT considered in determining the relationship of FIG. 11 is different from the rising speed of the turbine rotation speed _NT at the time of the shift command, the start timing of the frictional engagement of the clutch C1 is determined. However, this does not occur immediately before the synchronous timing of the rotation speed, and a shift shock occurs.

Therefore, in the following SB4 to SB7, the orifice switching rotational speed N determined in SB3
_TC is corrected. In SB4 to SB6, SA5 in FIG.
Then, the same processing as in steps SA7 to SA7 is performed.
And the actual engine torque TE _A estimated in, is compared to the reference engine torque TE _ST determined at SB5, the orifice switching rotational speed N _TC on the basis of the difference is the N _TC 'is corrected.

In the case of traveling at high altitude shown in FIG. 9, the actual engine torque TE _A shown by the solid line is lower than the reference engine torque TE _ST shown by the dashed line, so that the turbine speed _{NT T} rises. That is, the ascending speed becomes slow, and the timing for synchronizing the rotational speed becomes late. Therefore, the orifice switching rotation speed N _TC is corrected to a larger value and becomes N _TC ′.

Subsequently, the orifice switching rotational speed judging means 326
In SB8, it is determined whether or not the turbine speed _NT detected by the input shaft speed sensor 80 is smaller than the orifice switching speed _NTC 'corrected in SB7. Initially, the determination at SB8 is affirmative, so that SB8 is repeatedly executed. If the turbine speed N _T increases and exceeds the orifice switching speed N _TC ′ corrected at SB7, the determination at SB8 is denied.
At SB9 corresponding to the hydraulic oil flow rate changing means 304,
The orifice state is switched from the small orifice state to the large orifice state.

As shown in FIG. 9, in high altitude traveling, the engine torque TE is indicated by a solid line, and is lower than in the case of flat traveling indicated by a dashed line. In this case, the rising speed of the turbine rotation speed _NT becomes slow, and SB3
Annular piston 232 in order to time required to reach the determined orifice switching rotational speed N _TC becomes longer than the case of the flat road surface, the clutch C1 so far
The distance moved by becomes large. Where the turbine speed N
_{When T} becomes the orifice switching speed N _TC , that is, t
_{When the} large orifice state is set at _one point and the flow rate of the hydraulic oil increases, the time until the clutch C1 starts engaging becomes short. As a result, as shown by the solid line, the turbine rotational speed _NT
Before the motor reaches the synchronous rotation speed, the engagement of the clutch C1 is started, and a negative peak is generated in the output shaft torque TE _OUT . T ₂ time points Figure 9 shows this state. However, to limit the flow rate of the hydraulic oil by turbine speed N _T continues to small orifice state to time i.e. t ₃ time reaches the corrected orifice switching rotational speed N _TC 'in SB7 is as indicated by a broken line is delayed rise of oil pressure P _C1 of the clutch C1 in the engagement start timing of the clutch C1 is delayed. As a result, the engagement start timing of the clutch C1 is immediately before the synchronization timing of the rotational speed, so that the shift can be smoothly performed without generating a shift shock. T ₄ time in FIG. 9 shows this state.

As described above, according to the present embodiment, 4 → 3
At the time of the downshift command, the hydraulic oil flow rate changing means 304 (SB
Small orifice state has been turbine speed orifice is switched to the large orifice state N _T or orifice switching rotational speed N _TC by 1), the orifice switching rotational speed determining means 322 (SB3), the vehicle speed V and the throttle opening based on the change rate TA ', it is determined to a predetermined value .DELTA.N _T lower than turbine speed N _T after shifting completion. Further, the orifice switching rotation speed correction means 324 (S
The B7), based on the difference between the actual actual engine torque TE _A and the reference engine torque TE _ST, the orifice switching rotational speed N _TC is corrected. Accordingly, since the orifice switching rotation speed _NTC is corrected based on the engine torque TE which affects the rotation speed synchronization timing, the engagement start timing of the clutch C1 is changed to the rotation speed synchronization timing regardless of the running conditions of the vehicle. The shift can be made immediately before, and the downshift of the automatic transmission can be smoothly performed.

FIG. 13 is a functional block diagram for explaining a main part of the control function of the electronic control unit for shifting 20 when the third invention is applied. Except for the above functional block diagram, FIG. It has the same configuration as the embodiment. Functional block diagram shown in FIG. 13, a functional block diagram shown in FIG. 6, the orifice switching period T _C determined in the orifice switching period determining means 310 is not corrected by the orifice switching period correcting means 318 That is,
The orifice switching period determining unit 320 determines whether or not the orifice switching period T _C has elapsed, and the line pressure changing unit 328,
The only difference is that the line pressure return timing determining means 332 is provided, and the other functions are the same. Hereinafter, a description will be given focusing on portions different from FIG.

When the downshift determining unit 302 determines that the power-on clutch-to-clutch downshift has been performed, the line pressure changing unit 328 determines the vehicle speed related amount detected by the vehicle speed related amount detecting unit 306 and the throttle opening related value. On the basis of the throttle opening related amount detected by the amount detecting means 308 or the rate of change thereof, the engagement start timing of the engagement side hydraulic friction engagement device and the synchronization timing of the rotation speed are substantially matched. changes the line pressure P _L as the original pressure of the hydraulic fluid supplied to said plurality of hydraulic friction engagement devices. For example, the line pressure changing unit 328 determines the vehicle speed V at the time when the downshift determination unit 302 determines that the 4 → 3 downshift is performed, and the throttle opening change rate TA from the time short before the shift command to the shift command during the shift command. from ', the engagement start timing of the clutch C1 changes the line pressure P _LC in the shift from the previously experimentally determined was relationship such that immediately before the rotational speed synchronization timing.

The line pressure P _L is usually the throttle opening TA
Is uniquely determined by By the way, the line pressure P
Since _L is the original pressure of the hydraulic oil, by the line pressure P _LC in the transmission is changed, the pressure P _C1 of the hydraulic oil supplied to the clutch C1 is also changed. Therefore, as long boosts than the line pressure P _L line pressure P _L in the shifting is determined by the throttle opening degree TA, it can advance the engagement start timing of the clutch C1, conversely, the throttle opening degree TA If the pressure is reduced below the determined line pressure P _L ,
The engagement start timing of the clutch C1 can be delayed.
As described with reference to the experimentally determined relationship in FIG. 7 used in the orifice switching period determination means 310 in FIG. 6, the greater the rate of change TA ′ in the throttle opening, the later the synchronous timing of the rotational speed becomes, and the vehicle speed Becomes larger, the synchronization timing of the rotation speed becomes later. Therefore, the line pressure P _LC in the shift which is determined by the relationship, turbine speed N _T
Considering the rise speed of the throttle, the change rate of the throttle opening TA '
Is set in advance so as to decrease as the vehicle speed V increases. Figure 14 is used in the line pressure changing means 328, pre-stored relationship, namely V-TA'-P _LC map line pressure P _LC in the transmission by the vehicle speed V and the throttle opening change rate TA 'is determined An example is shown. The relationship used in the orifice switching period determining means 310 of this embodiment may be the same as FIG. 7, the same tendency as FIG. 7 is considered the line pressure P _LC in the shift to be changed another V-TA'-T _C maps to FIG. 7 to have, may be determined experimentally in advance.

For example, when the vehicle speed V is high and the throttle opening change rate TA 'is large, the period up to the rotational speed synchronization time becomes long, so that the engagement start time of the clutch C1 also needs to be delayed. Therefore, the line pressure P _LC in the shift is made to step down than the line pressure P _L which is determined from the throttle opening TA. When the vehicle speed V is low and the throttle opening change rate TA 'is small, the period up to the rotation speed synchronization time is short, so that the engagement start time of the clutch C1 needs to be advanced. Therefore, the line pressure P _LC in the shift is made to step-up than the line pressure P _L which is determined from the throttle opening TA.

[0115] reference line pressure correcting means 330, the actual engine torque-related quantity determined by the actual engine torque-related quantity determining means 312, which is determined by the throttle opening degree TA and the engine speed N _E from previously obtained relationship Based on the engine torque related amount, it is more preferable that the rotational speed synchronization timing substantially coincides with the engagement start timing of the clutch C1 irrespective of a change in the actual output torque of the engine 10, and more preferably, the engagement of the clutch C1 is performed. if the start timing is corrected line pressure P _LC in the transmission so that the last synchronization timing of the rotational speed. For example, the actual engine torque related amount determining means 3
And the actual engine torque TE _A which is estimated using a preset relationship from GN value at 12, the reference engine torque TE to the reference engine torque-related quantity determining means 316 is determined from the throttle opening degree TA and the engine speed N _E line pressure P _LC in the shift determined in the line pressure changing means 328 based on the difference between the _ST is corrected P _LC '
It is said.

When the actual engine torque TE _A is larger than the reference engine torque TE _ST , the rising speed of the turbine rotational speed _NT becomes V−V as shown in FIG.
Faster than the rising speed of the estimated turbine speed N _T when determining the TA '-P _LC map. That is, the synchronization timing of the actual rotation speed is determined by the orifice switching period determining means 31.
At 0, it is earlier than the synchronous timing of the estimated rotational speed. Therefore, the actual engine torque TE _A and the reference engine torque TE as the difference between the _ST (TE _A -TE _ST) is large, the line圧補positive-positive line pressure during shifting at means 330 P _LC
Is corrected to a large value.

[0117] Conversely, if the actual is larger reference engine torque TE _ST than the engine torque TE _A is rising speed of the turbine rotational speed N _T is, V-TA'- as shown in FIG. 14 In the case where the _PLC map is determined, the speed becomes lower than the estimated increase speed of the turbine rotational speed _NT . That is, the actual rotation speed synchronization timing is later than the rotation speed synchronization timing estimated by the orifice switching period determination means 310. Accordingly, as the difference between the reference engine torque TE _ST and the actual engine torque TE _A (TE _ST -TE _A) is large,
The line pressure P _LC during shifting in the line pressure correction means 330
Is corrected to a small value.

The line pressure return timing determining means 332 determines whether or not the turbine rotational speed _NT has reached the rotational speed after the completion of the shift, and determines whether or not the line rotational speed _NT has reached the rotational speed or a predetermined time after the shift. The line pressure P _LC ′ changed by the pressure correction means 330 is returned to the normal line pressure P _L determined from the throttle opening TA.

FIG. 15 shows a state in which the shift electronic control unit 20 of the present embodiment changes the speed of the automatic transmission 14 from the fourth gear to the third gear when the throttle opening TA is not fully closed. 9 is a flowchart showing a part of a main routine showing a process executed when a downshift for downshifting to a high gear, that is, a power-on downshift command is determined.

In FIG. 15, when the accelerator pedal is further depressed, power-on 4 → 3 in a step (not shown) corresponding to the downshift determining means 302.
When the downshift command is output, SC1 and below are started. This state is shown at time t _{0 in} FIG. FIG. 16 shows the output shaft torque T _OUT (N · m), the hydraulic pressure P _B1 (Pa) of the brake B1, and the hydraulic pressure P _C1 ( Pa), line pressure P _L , turbine speed N _T
(Rpm) and changes in the engine torque T _E (N · m) are schematically shown, respectively. The solid line indicates that the line pressure correction means 330 is not executed and the line pressure during gear shifting is the line pressure. shows a case that is the line pressure P _LC determined in pressure changing means 328, and the broken line the line pressure correction means 33
0 shows the case where it was executed.

First, in SC1 to SC4, the same processing as in SA1 to SA4 in FIG. 8 is performed, and in SC5 corresponding to the line pressure changing means 328, the vehicle speed V and the throttle opening change rate TA shown in FIG. line pressure P _LC in the transmission is determined from '. FIG. 16 shows a case in which the vehicle is traveling at a high vehicle speed and a high load, so that it takes time until the rotation speed is synchronized. In order to slower engagement start timing of the clutch C1, the line pressure P _LC in the gear shifting is determined as a lower pressure than the line pressure P _L which is determined from the throttle opening TA. The solid line at time t ₀ ′ in FIG. 16 indicates this state.

If the rising speed of the turbine speed _NT considered in determining the relationship in FIG. 14 is substantially the same as the rising speed of the turbine speed _NT at the time of the shift command, the line pressure during shifting is reduced. and the line pressure P _LC determined in SC5,
By switching the orifice state to the large orifice state when the orifice switching period T _C determined in SC4 has elapsed, the friction engagement of the clutch C1 is started immediately before the synchronization timing of the rotational speed of the input / output member of the clutch C1. And the shift is completed without causing a shift shock. However, when the rising speed of the turbine rotation speed _NT considered in determining the relationship in FIG. 14 is different from the rising speed of the turbine rotation speed _NT at the time of the shift command, the start timing of the frictional engagement of the clutch C1 is determined. However, this does not occur immediately before the synchronous timing of the rotation speed, and a shift shock occurs.

[0123] In SC6 to SC9 follows therefore, the line pressure P _LC in the shift determined in SC5 is corrected. In SC6 to SC8, the same processing as in SA5 to SA7 in FIG. 8 is performed. In SC9 corresponding to the subsequent line pressure correction means 330, the actual engine torque TE _A estimated in SC8 and the reference engine determined in SC7 is compared torque TE _ST, the line pressure P _LC in the shift on the basis of the difference is corrected 'is the line pressure is that pressure P _LC' P _LC is changed to. The broken line at time t ₀ ′ in FIG. 16 indicates this state.

[0124] For high altitude travel shown in Figure 16, the air pressure is the actual engine torque TE _A for low, drop below the reference engine torque TE _ST indicated by the chain line, racing of the turbine speed N _T i.e. The ascending speed becomes slow, and the timing for synchronizing the rotational speed becomes late. Then, clutch C
In order to delay the engagement start timing of the clutch C1 and set the engagement start timing of the clutch C1 immediately before the rotation speed synchronization timing, the difference between the reference engine torque TE _ST and the actual engine torque TE _A (TE _ST − As TE _A ) increases, the corrected line pressure P _LC ′ during a shift is set to a smaller value.

Subsequently, in SC10 to SC12, FIG.
By processing similar to SA9 to SA11 of runs, the orifice state is switched to the large orifice state at the time the orifice switching period T _C determined at SC4 has elapsed.

[0126] If the line pressure P _L in the shifting is the line pressure P _LC determined in SC5, the timing orifice switching period T _C is passed orifice state determined in SC4 is switched to the large orifice state That is, at time t _{1 in} FIG. 16, the turbine rotational speed N
_T is not sufficiently close to the speed after shifting. Therefore, when the line pressure during the shift is _PLC , the engagement of the clutch C1 is started before the rotation speed synchronization timing is reached, and a negative peak is generated in the output shaft torque TE _OUT. I will. T ₂ time points 16 shows this state. However, when the line pressure during shifting in SC9 is set to a line pressure P _LC ′ lower than the line pressure P _LC determined in SC5, as indicated by the broken line, the clutch C1 is disengaged. Since the time until the start can be further delayed, the engagement start timing of the clutch C1 can be set immediately before the synchronization timing of the rotation speed. Dashed t ₄ time of FIG. 16 shows this state.

[0127] Then the present routine after the line pressure return process for returning the line pressure P _LC 'has been changed during the shift to the normal line pressure P _L is performed in SC13 corresponding to the line pressure return timing determining unit 332 finish. The line pressure return processing is performed by, for example, a routine shown in FIG.

First, at SD1, the turbine speed N
_TWhether or not the number of revolutions has reached
It is determined by the following equation (10) whether or not the number of turns has been reached.
You. Equation (10) is expressed by the counter shaft rotation speed N_CAnd gear ratio γ
And the input shaft speed N_INIs the predetermined value Δn
By judging whether it is below or not, the turbine speed N
_TIs determined to have reached the synchronous rotation speed. Note that Δn is
Counter shaft rotation speed N_CAnd the gear ratio γ, and the input shaft rotation
Number N_INAre small values that can be regarded as
Is set.

[0129]

| N _C × γ−N _IN | <Δn (10)

If the determination of SD1 is denied, SD1
Is repeated, but if affirmative, the following SD
Initialization is performed by setting the content of the timer value t to “0” in 2, the content of the timer value t is incremented in the next SD 3, and it is determined in the next SD 4 whether or not the line pressure return time has come. The line pressure return period are those turbine speed N _T is determined experimentally in advance in order to restore the line pressure P _L after a predetermined time from when the rotational speed after shifting is complete. While the determination in SD4 is denied, SD3 and below are repeated.
If the fourth determination is affirmative, it is caused to return from the line pressure P _L is the line pressure P _LC in the shift 'in the subsequent SD5 normal line pressure P _L which is determined by the throttle opening TA. Dashed t ₅ the time in FIG. 16 shows this state.

As described above, according to the present embodiment, 4 → 3
Engagement start timing of the clutch C1 to be engaged at the time of downshifting is changed by changing the line pressure P _L by the line pressure changing means 328 (SC5). In the line pressure changing means 328 (SC5), the clutch C1 is determined based on the vehicle speed V and the change rate TA 'of the throttle opening.
The line pressure P _L is changed so that the engagement start timing is immediately before the rotation speed synchronization timing. Further, the actual actual engine torque T is calculated by the line pressure correcting means 330 (SC9).
E based on the difference between the _A and the reference engine torque TE _ST, engagement of the line because the line pressure P _LC is changed by pressure changing means 328 (SC5) is corrected, regardless the clutch C1 to the running condition of the vehicle The start timing of the combination can be set immediately before the timing of synchronizing the rotational speed, so that the downshift of the automatic transmission can be smoothly performed.

[0132]

[0133]

[0134]

[0135]

[0136]

[0137]

[0138]

[0139]

[0140]

[0141]

[0142]

[0143]

[0144]

[0145]

[0146]

[0147]

[0148]

[0149]

[0150]

[0151]

FIG. 18 is a functional block diagram for explaining a main part of the control function of the electronic shift control device 20 when the fourth invention is applied. The present embodiment has the same configuration as the embodiment to which the first to third inventions are applied, except that the control function of the shift electronic control device 20 is different. Hereinafter, a description will be given mainly of a portion different from the above-described embodiment.

In FIG. 18 , the actual engine torque-related amount change rate calculating means 352 calculates the actual engine torque-related amount determined by the actual engine torque-related amount determining means 312 from Δt, which is a short time before the shift command, at the time of the shift command. Calculate the rate of change of the actual engine torque related quantity up to. For example,
Percent change from minute time before Δt during the shift command of the actual engine torque TE _A which is estimated using a preset relationship from GN value in the actual engine torque-related quantity determining means 312 until the shift command (the actual engine torque change Rate) TE _A '
Is calculated.

The orifice switching period setting means 354 outputs the vehicle speed-related amount detected by the vehicle speed-related amount detecting means 306 and the actual engine torque when the downshift determining means 302 outputs the clutch-to-clutch downshift command. Based on the actual engine torque related amount determined by the related amount determining means 312, it is more preferable that the rotation speed synchronization timing substantially coincides with the engagement start timing of the clutch C1, regardless of the running conditions of the vehicle. , Clutch C1
Orifice switching until the orifice in the small orifice state by the hydraulic oil flow rate changing means 304 is switched to the large orifice state at the time of the downshift command so that the engagement start timing is immediately before the synchronous timing of the rotation speed. setting the period T _C ". for example, the downshift determining means 3
02, the vehicle speed V detected by the vehicle speed related amount detecting means 306 at the time when the 4 → 3 downshift is determined.
And G in the actual engine torque related amount determination means 312
The actual engine torque TE _A estimated from the N value using a preset relationship and the actual engine torque change rate TE _A ′ calculated by the actual engine torque related amount change rate calculating means 352 are experimentally obtained in advance. estimates the rotational speed of the synchronous timing of the output side member of the clutch C1 with the obtained relationship, is set to the orifice switching period T _C "such that before the rotation speed of the synchronous timing slightly.

As described above, the higher the actual engine torque TE _A at the time of the gear shift command, the faster the speed of increase of the turbine speed _NT . Since the difference between the turbine rotation speeds _NT becomes large, the synchronization timing of the rotation speeds is delayed. In addition, as the actual engine torque change rate TE _A ′ is smaller, the engine torque TE for increasing the turbine rotation from before the shift command is large for a long period of time, so that the rotation speed synchronization timing is earlier. For this reason, the orifice switching period T _C ″ determined by this relationship becomes smaller (shorter) as the actual engine torque TE _A at the time of the gear change command increases, and becomes larger (longer) as the vehicle speed V increases, and the actual engine torque change. rate TE _a 'is set as small (short) so as to advance small. FIG. 19 is a V-TE _a -T _C "map showing an example of the relationship used in the orifice switching period setting means 354, For each predetermined range of the actual engine torque change rate TE _A ′ (TE _A ′ ≦ a, a <T
_{E A '≦ b, b <} TE A' (a <b)) in different V-TE _A -T _C "map each are provided.

[0156] Figure 2 0, the major part of control operations of the transmission electronic control device 20 of this embodiment, i.e. the throttle opening degree T
In the state where the gear A of the automatic transmission 14 is not fully closed, a downshift in which the speed of the automatic transmission 14 is downshifted from the fourth gear to the third gear, that is, a power-on downshift command is determined. 9 is a flowchart showing a part of a main routine showing a process executed in FIG. In this embodiment, since the orifice switching period T _C is optimized similarly to the embodiment in which the first invention is applied, the effect of this control application will be described with reference to FIG. I do.

[0157] In FIG 2 0, wherein the power-on 4 → 3 downshift command in unillustrated steps corresponding to the down-shift judgment section 302 is outputted, SF1 following is started. This state is shown at time t _{0 in} FIG.
First, the orifice state is set to the small orifice state in SF1 corresponding to the hydraulic oil flow rate changing means 304. The following S
In F2, initialization is performed by clearing the content of the timer t to "0", and in SF3 corresponding to the vehicle speed related amount detecting means 306, the vehicle speed V is read from the vehicle speed sensor 82.

Subsequent actual engine torque related amount determining means 31
In SF4 corresponding to 2, the actual engine torque T is calculated from the GN value continuously detected by the inflow air sensor 77.
E _A is estimated, followed by the SF5 corresponding to the actual engine torque-related quantity change rate calculating means 352, the actual engine torque variation rate TE _A from the previous minute time during shift command Δt until gear shift command 'is calculated.

[0159] followed by the to SF6 corresponding to the orifice switching period setting means 354, V-TE _A -T provided for each predetermined range of the actual engine torque variation rate is shown in FIG. 19 TE _A '
_{Using the C} ″ map, the synchronous timing of the rotational speed is estimated from the vehicle speed V, the actual engine torque TE _A , and the actual engine torque change rate TE _A ′ detected or calculated in SF3 to SF5. The orifice switching period T _C ″ is set to be a little earlier.

Subsequently, the orifice switching period determining means 320
SF7 to SF8 corresponding to are executed. First SF7
Then, the content of the timer value t is incremented, and
In SF9, after 4 → 3 downshift command, timed operation
The content of the activated timer value t is set in SF6
Orifice switching period T_C"Has not been reached
Is determined. At first, the judgment of SF8 is affirmed
Then, the above SF7 and below are repeatedly executed. But 4
→ Orifice switching period T from 3 downshift command _C”
Since the judgment of SF8 is denied if it exceeds, the operating oil flow
In SF9 corresponding to the amount changing means 304, the orifice
State changes from the small orifice state to the large orifice state.
Can be replaced. T in FIG._ThreeThe dashed line at this point shows this state
I have.

[0161] For the vehicle when the running on a highland, to drop the throttle opening degree TA of the engine torque in the standard driving conditions flat road surface or the like, than the engine torque TE on the engine rotation N _E, For example, as in the above-described orifice switching period determining means 310, the throttle opening change rate T
If the orifice switching period T _C is determined from A ′ and the vehicle speed V, the output shaft torque TE _OUT will have a negative peak because the rotation speed synchronization timing is not in time for the engagement start timing of the clutch C1. However, in the present embodiment, the actual engine torque T that determines the rising speed of the turbine speed _NT is determined.
Since the orifice switching period T _C ″ is set directly using E _A and the actual engine torque change rate TE _A ′, the engagement start timing of the clutch C1 can be set immediately before the rotation speed synchronization timing. The broken line at time t ₄ indicates this state.

As described above, according to this embodiment, 4 → 3
At the time of the downshift command, the hydraulic oil flow rate changing means 304 (SF
The orifice switching period until the orifice in the small orifice state is switched to the large orifice state in 1), that is, the period of the small orifice state is determined by the orifice switching period setting means 354 (SF6) and the vehicle speed related amount detecting means 306 (SF3). actual engine torque calculated and the vehicle speed V detected, and the actual engine torque TE _A estimated in the actual engine torque-related quantity determining means 312 (SF4), in the actual engine torque-related quantity change rate calculating means 352 (SF5) in The rotational speed synchronization timing is estimated and determined based on the change rate TE _A ′. Thus, since by using the actual actual engine torque TE _A is a driving force to raise the turbine speed N _T directly orifice switching period T _C "is set, between the orifice switching period using the throttle opening related quantity T Compared with the case where _C is determined, it is possible to set the engagement start timing of the clutch C1 immediately before the rotation speed synchronization timing without making corrections in consideration of variations in altitude, temperature, and individual engine performance. Thus, the downshift of the automatic transmission can be smoothly performed regardless of the traveling conditions of the vehicle.

When the orifice switching period T _C is corrected by the difference between the reference engine torque T _ST used in the above-described embodiment and the actual engine torque TE _A , the throttle opening may vary due to variations in individual engine performance. Degree T
A, there are cases where the engine speed N _E and other conditions that affect the engine torque TE (pressure, temperature, engine coolant temperature, etc.) can not be obtained the same engine torque TE by the same individual engine performance Cannot be corrected. Further, while the error generated when estimating the reference engine torque TE _ST from the other throttle opening TA cannot be corrected, in the present embodiment, the orifice switching period T _C ″ is determined based on the actual actual engine torque TE _A. Since it is set, there is an advantage that the engagement start timing of the clutch C1 can be preferably set immediately before the rotation speed synchronization timing regardless of the variation in individual engine performance.

[0164] Figure 2 1 is a functional block diagram for explaining major control functions of the shift electronic control unit 20 of the embodiment fifth invention is applied. The present embodiment has the same configuration as the embodiment of FIG. 18 to which the above-described fourth invention is applied, except that the control function of the shift electronic control device 20 is different.

[0165] functional block diagram shown in FIG. 2. 1, FIG.
18 , the orifice switching period setting unit 356 replaces the orifice switching period setting 354, and the orifice switching period determining unit 32
The only difference is that 0 is replaced by the orifice switching rotational speed determination means 326, and the other functions are the same. The following description focuses on parts different from FIG. 18.

The orifice switching speed setting means 356
When the downshift determining means 302 outputs a clutch-to-clutch downshift command, the orifice switching speed N for switching the orifice, which has been brought into the small orifice state by the hydraulic oil flow rate changing means 304, to the large orifice state at the time of the downshift command. The input shaft rotation speed related amount of the vehicle automatic transmission which becomes _TC "is converted into the vehicle speed related amount detected by the vehicle speed related amount detecting means 306 at the time of the downshift command, and the actual engine torque related amount determining means 31.
Based on the actual engine torque-related amount determined in Step 2, the rotational speed synchronization timing and the engagement start timing of the clutch C1 substantially coincide with each other regardless of the running conditions of the vehicle. The engagement start timing is set to be immediately before the rotation timing synchronization timing. Here, the input shaft rotation speed related amount has the same meaning as in the above-described embodiment. For example, the input shaft rotation speed N _IN output from the input shaft rotation speed sensor 80, that is, the turbine rotation speed _NT , or the clutch. When C1 is the engagement-side friction engagement device,
Means RPM N _C1 and the like of the clutch C1.

For example, the orifice switching speed setting method
The gear 356 is shifted by the downshift determining means 302 to 4 → 3
At the time when the downshift is determined, the vehicle speed related amount detection
The vehicle speed V detected by the stage 306 and the actual engine torque
It is set in advance from the GN value in the related amount determining means 312.
Engine torque TE estimated using the relationship_AWhen,
Calculated by the actual engine torque related amount change rate calculating means 352
Issued actual engine torque change rate TE_A’
The engagement start timing of the switch C1 is immediately before the synchronization timing of the rotation speed.
Thus, the turbine speed N_TClimb speed and climb width
(Experimental increase)
Using the relationship, the turbine speed N after the shift is completed_Tthan
Predetermined value ΔN_TSmall turbine speed N_TThe orifice cut
Exchange speed N _TC".

[0168] Figure 2 2, V-TE _A showing an example of the relationship used in the orifice switching rotational speed setting means 356
−N _TC ”map, and the actual engine torque change rate T
For each predetermined range of E _A '(TE _A ' ≦ a, a <TE _A '≦
b, b <TE _A ′ (a <b))
E _A -N _TC "map is provided. Vehicle speed V since the higher the turbine speed N _T after shifting becomes large large orifice switching rotational speed N _TC" is a large value, the actual engine torque TE _A is The orifice state needs to be quickly switched as the turbine speed N _T increases as the turbine speed N _T increases. Therefore, the orifice switching speed N _TC ″ is set to a small value, and as the actual engine torque change rate TE _A ′ increases, the orifice Since the time required to reach the switching speed N _TC ″ is slow, and the annular spring 232 has a larger stroke on the engagement side, the orifice switching speed N _TC ″
Is set to a large value, that is, a value close to the number of revolutions after the shift is completed. However, the actual engine torque change rate TE _A ′
Setting the orifice switching rotational speed N _TC "by is a case where the line pressure P _L does not change the value of the actual engine torque variation rate TE _A ', if you change the line pressure P _L, the orifice switching rotational speed N _TC The magnitude of the setting of "" may be opposite to the above case.

[0169] Figure 2 3, the major part of control operations of the transmission electronic control device 20 of this embodiment, i.e. the throttle opening degree T
In the state where the gear A of the automatic transmission 14 is not fully closed, a downshift in which the speed of the automatic transmission 14 is downshifted from the fourth gear to the third gear, that is, a power-on downshift command is determined. 9 is a flowchart showing a part of a main routine showing a process executed in FIG. In this embodiment, since the orifice switching speed _NTC is optimized similarly to the embodiment in which the second invention is applied,
The effect of this control application will be described with reference to FIG.

[0170] In FIG 2 3, wherein the power-on 4 → 3 downshift command in unillustrated steps corresponding to the down-shift judgment section 302 is outputted, SG1 below is started. This state is shown at time t _{0 in} FIG.
First, the orifice state is set to the small orifice state in SG1 corresponding to the hydraulic oil flow rate changing means 304. The following S
In G2 to SG4, the same processing as in SF3 to SF5 in FIG. 25 is performed.

Subsequent orifice switching speed setting means 356
Corresponding to the SG5, using the relationship shown in FIG. 2 2, S
The vehicle speed V, the actual engine torque TE _A , and the actual engine torque change rate TE _A ′ detected or calculated in G2 to SG4.
, The orifice switching speed N _TC ″ is set.

Subsequently, the orifice switching speed determination means 32
In corresponding to 6 SG6, turbine speed N _T detected by the input shaft rotational speed sensor 80, or smaller or not than the orifice switching rotational speed N _TC "set in SG5 is determined. Initially this Since the judgment of SG6 is affirmed,
The above SG6 is repeatedly executed, but the turbine speed N
_{If T} increases and exceeds the orifice switching speed N _TC ″ set in SG5, the determination in SG6 is denied.
In SG7 corresponding to the hydraulic oil flow rate changing means 304,
The orifice state is switched from the small orifice state to the large orifice state. Dashed t ₃ time points in FIG. 9 shows this state.

[0173] When the vehicle is traveling on a high altitude, the throttle opening degree TA of the engine torque TE is in a standard driving conditions flat road surface or the like, since the fall than the engine torque TE on the same engine N _E , for example as in the aforementioned orifice switching rotational speed determining means 324, the orifice state switching at the time the turbine speed N _T in the orifice switching rotational speed N _TC is determined from the throttle opening change rate TA 'and the vehicle speed V has reached Then, the engagement of the clutch C1 is started before the turbine speed _NT reaches the synchronous speed, so that a negative peak occurs in the output shaft torque TE _OUT . However, in the present embodiment, the actual engine torque TE that determines the rising speed of the turbine speed _NT is determined.
_Since the orifice switching speed N _TC ″ is set directly using the _A and the actual engine torque change rate TE _A ′, the engagement start timing of the clutch C1 can be set immediately before the rotation speed synchronization timing. The broken line at time t ₄ indicates this state.

As described above, according to this embodiment, 4 → 3
At the time of the downshift command, the hydraulic oil flow rate changing means 304 (SG
The orifice switching speed setting means 356 (SG5) determines the turbine speed _NT or the orifice switching speed N _TC "at which the orifice in the small orifice status is switched to the large orifice status in 1). The vehicle speed V detected in (SG2), the actual engine torque TE _A estimated in the actual engine torque related amount determining means 312 (SG3), and the actual engine torque related amount change rate calculating means 352 (SG4) are calculated. Based on the actual engine torque change rate TE _A ′
It is determined to be a value lower than the turbine speed _NT after the shift by a predetermined value. Accordingly, the orifice switching rotation speed N _TC ″ is set directly using the actual actual engine torque TE _A which is the driving force for increasing the turbine rotation speed _NT , and the orifice switching rotation speed is set using the throttle opening related amount. Compared to the case of determining the number _NTC , the clutch C1 engagement start timing is set immediately before the rotation speed synchronization timing without any correction in consideration of variations in altitude, temperature, and individual engine performance. Thus, the downshift of the automatic transmission can be smoothly performed regardless of the running conditions of the vehicle.

When the orifice switching speed N _TC is corrected by the difference between the reference engine torque T _ST used in the above embodiment and the actual engine torque TE _A , as described above, the individual engine performance And the reference engine torque TE _ST from the other throttle opening TA
However, in the present embodiment, the orifice switching speed N _TC ″ is set based on the actual actual engine torque TE _A. Therefore, there is an advantage that the engagement start timing of the clutch C1 can be preferably set immediately before the rotation speed synchronization timing.

[0176] Figure 2 4 is a functional block diagram for explaining major control functions of the shift electronic control unit 20 of the embodiment sixth invention is applied. The present embodiment has the same configuration as the embodiment of FIG. 18 to which the above-described fourth invention is applied, except that the control function of the shift electronic control device 20 is different.

The line pressure adjusting means 358 is provided with a downshift
Clutch-to-clutch down shift finger
When the command is output, the vehicle speed related amount detecting means 306
Speed-related quantity detected by the vehicle and the actual engine torque
Actual engine torque determined by the related amount determination means 312
Based on the vehicle-related amount, regardless of the running conditions of the vehicle.
The number of rotations synchronization time and the engagement start time of the clutch C1 substantially match
More preferably, the engagement of the clutch C1 is started.
So that the timing is immediately before the synchronous timing of the rotational speed.
With the original pressure of hydraulic oil supplied to multiple hydraulic friction engagement devices
A certain line pressure P _LAdjust the pressure. For example, downshift determination
At the time point when the 4 → 3 downshift is determined by the means 302
The vehicle detected by the vehicle speed related amount detection means 306
Speed V and actual engine torque related quantity determination means 312
Estimated from the GN value using a preset relationship
Engine torque TE_AAnd the actual engine torque related amount change
The actual engine torque change calculated by the rate calculation means 352
Conversion rate TE_A’From the relationship that was determined experimentally in advance.
And the line pressure P during shifting_LAt the start of engagement of the clutch C1.
During a gear shift such that the period is just before the rotation speed synchronization time.
In pressure P_LCPressure.

As described above, the greater the actual engine torque TE _A at the time of the shift command, the earlier the synchronous timing of the rotational speed becomes, and the higher the vehicle speed V, the later the synchronous timing of the rotational speed becomes, and the actual engine torque change rate TE _The smaller the value of _A ′, the earlier the rotational speed synchronization time. When the line pressure P _LC ″ during shifting is increased, the engagement start timing of the clutch C1 is advanced, and when the line pressure P _LC ″ during shifting is reduced, the engagement start timing of the clutch C1 is delayed. Accordingly, in order to set the engagement start timing of the clutch C1 immediately before the synchronization timing of the rotation speed, the line pressure P _LC ″ during shifting is increased as the actual engine torque TE _A is increased, and as the vehicle speed V is increased. 25, it is necessary to increase the lower the actual engine torque change rate TE _A ′.
V-TE _A -P showing an example of the relationship used in FIG.
_LC "a map, 'each predetermined range of (TE _A' real engine torque variation rate _{TE A ≦ a, a <TE} A '≦ b, b <T
V-TE _A − different for each of E _A ′ (a <b)
A _PLC "map is provided.

FIG. 26 shows a main part of the control operation of the shift electronic control unit 20 of this embodiment, that is, the automatic transmission 1 shown in FIG.
A flowchart showing a part of a main routine showing a process executed when a downshift in which the fourth gear is downshifted from the fourth gear to the third gear, that is, a power-on downshift command is determined. It is. In the present embodiment, the line pressure P _LC ″ during gear shifting is optimized similarly to the embodiment in the case where the above-described third invention is applied. I will explain.

In FIG. 26 , when a power-on 4 → 3 downshift command is output in a step (not shown) corresponding to the downshift determination means 302, SH1 and subsequent steps are started. This state is shown at time t _{0 in} FIG. First, in SH1 to SH2 same processes as SF1 to SF2 in FIG. 2 0 is performed, the SH3 corresponding to subsequent speed-related quantity detecting means 306 and the throttle opening related quantity detecting means 308, the vehicle speed V and shift during the shift command The throttle opening degree change rate TA 'from the minute time Δt before the command to the time of the shift command is read.

At SH4 corresponding to the orifice switching period determining means 310, the vehicle speed V read at SH3 is read.
The period of the small orifice state, that is, the orifice switching period T _C is determined using a relationship experimentally determined in advance from the throttle opening degree change rate TA ′. Continued SF4 similar process in FIG. 2 0 In that SH5 corresponding to the actual engine torque-related quantity determining means 312 is the actual engine torque TE _A is estimated by carried out, corresponding to the actual engine torque-related quantity change rate calculating means 352 for subsequent SH6
By performing the same processing as SF5 of 0, the actual engine torque change rate TE _A ′ is calculated.

S corresponding to the following line pressure adjusting means 358
In H7, using the relationship shown in FIG. 25 from the loaded vehicle speed V, the estimated in SH5 the actual engine torque TE _A, SH6 actual engine torque variation rate TE _A calculated in 'in SH3, during the gear shift The line pressure _PLC "is determined and adjusted to the line pressure _PLC ". FIG. 16 shows a case in which the vehicle is traveling at a high vehicle speed and a high load, so that it takes time until the rotation speed is synchronized. In order to slower engagement start timing of the clutch C1, the dashed t ₀ 'when the line pressure during shifting P _LC "is made to the step-down than the line pressure P _L which is determined from the throttle opening degree TA. Fig. 9 Indicates this state.

[0183] Then, in SH8 to SH10 by processing similar to SA9 to SA11 in FIG. 8 is executed, it is switched orifice state to the large orifice state at the time the orifice switching period T _C determined has elapsed SH4 . Time point t ₁ in FIG. 16 shows this state.

[0184] When the vehicle is traveling on a high altitude, the throttle opening degree TA of the engine torque TE is in a standard driving conditions flat road surface or the like, since the fall than the engine torque TE on the same engine N _E , The rising speed of the turbine rotational speed _NT becomes slow. Therefore, for example, as in the above-described line pressure changing means 328, the line pressure PL during shifting is changed using the throttle opening degree change rate TA 'and the vehicle speed V to the line pressure P _L.
In the case of _LC , if the large orifice state is set when the orifice switching period T _C determined in SH4 has elapsed, the clutch C1 is engaged before the turbine speed _NT approaches the speed after shifting. if it would have been started, the output shaft torque TE _OUT as shown by the solid line in t ₂ time points in FIG. 16
A negative peak occurs.

However, in this embodiment, the actual engine torque TE _A and the actual engine torque change rate T that determine the rising speed of the turbine rotational speed _{NT in} SH7.
"Because is pressure regulated is determined, the line pressure P _LC" E _A 'line pressure P _LC of the shift in using directly is lower than the line pressure P _LC. As a result, the period from being large orifice state to the engaged beginning of the clutch C1 is long in time point t _1, the engagement start timing of the clutch C1 may be immediately preceding rotational speed synchronization timing. Dashed t ₄ time of FIG. 16 shows this state.

Subsequently, in SH11 corresponding to the line pressure return timing determining means 332, the same processing as SC13 in FIG. 15, that is, the processing shown in FIG. 17 is performed, so that the line pressure P _LC ″ changed during the gear shifting is changed. There the routine is terminated after being restored to the normal line pressure P _L.

As described above, according to this embodiment, 4 → 3
Engagement start timing of the clutch C1 to be engaged at the time of down shifting, regulates the line pressure P _L as the original pressure of the hydraulic fluid supplied to the hydraulic friction engagement device by the line pressure regulating means 358 (SH7) Will be changed by In the line pressure adjusting means 358 (SH7), the vehicle speed V detected by the vehicle speed related quantity detecting means 306 (SH3) and the actual engine torque TE _A estimated by the actual engine torque related quantity determining means 312 (SH5) are: Based on the actual engine torque change rate TE _A ′ calculated by the actual engine torque related amount change rate calculation means 352 (SH6), the engagement start timing of the clutch C1 is set to be immediately before the rotation speed synchronization timing. and pressurized line pressure P _L tone are P _LC ". Therefore, the line pressure using the actual engine torque-related quantity which is a driving force to raise the turbine speed N _T directly P _L
Because There is pressure regulated, as compared to the case of changing the line pressure P _LC using the throttle opening related quantity, altitude, air temperature,
Even without making corrections in consideration of variations in individual engine performance, the engagement start timing of the clutch C1 can be set immediately before the rotation speed synchronization timing, and the automatic transmission can be shut down regardless of the running conditions of the vehicle. The shift can be performed smoothly.

[0188] In the case where the line pressure P _L in the shifting due to the difference of the actual engine torque TE _A and the reference engine torque TE _ST used in the foregoing embodiments is corrected, as described above, each of the engine variations and performance, while unable to correct errors caused in estimating the reference engine torque TE _ST from other throttle opening TA, in the present embodiment, the actual line speed in based on the actual engine torque TE _a Since the pressure P _LC ″ is adjusted, there is an advantage that the engagement start timing of the clutch C1 can be preferably set immediately before the rotation speed synchronization timing regardless of variations in individual engine performances.

[0189]

[0190]

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[0200]

[0201]

[0202]

FIG. 27 is a functional block diagram for explaining a main part of the control function of the electronic control unit for shifting 20 in the case where the seventh invention is applied. It has the same configuration as the embodiment to which the first to third inventions are applied. Since the seventh invention is not intended to control the back pressure P _A of the accumulator 162, may be any configuration for some of the hydraulic control circuit shown in FIG. 4 or FIG. 18.

The orifice switching timing determining means 366 switches the orifice, which has been set to the small orifice state by the hydraulic oil flow rate changing means 304, to the large orifice state when the downshift determining means 302 determines that the power-on clutch-to-clutch downshift has been performed. Based on the oil temperature TB of the hydraulic oil, the orifice switching timing T _CB is substantially equal to the engagement start timing of the engagement-side hydraulic friction engagement device and the rotation speed synchronization timing regardless of a change in the oil temperature TB. More preferably, it is determined that the engagement start timing of the engagement-side hydraulic friction engagement device is immediately before the synchronization timing of the rotation speed. For example, the vehicle speed V detected by the vehicle speed related amount detecting means 306 at the time of the downshift command and the throttle opening T detected by the throttle opening related amount detecting means 308.
A is experimentally obtained in advance from the throttle opening change rate TA ′ from the minute time Δt before the gear shift command calculated from A to the gear shift command and the hydraulic oil temperature TB detected from the oil temperature sensor 88 in advance. Orifice switching time T _CB using the relationship
Is determined.

[0205] When the oil temperature T _B of the hydraulic oil are different, the viscosity of the hydraulic oil ρ is different. Therefore, when the oil temperature T _B of the hydraulic fluid are different, the rate of increase of pressure P _C1 of the hydraulic oil feed rate or clutch C1 of the clutch C1 differ. Oil temperature T _B of the hydraulic fluid and high viscosity of the hydraulic oil ρ is low, because of the low viscosity ρ of the hydraulic oil is high oil temperature T _B, in case of low oil temperature T _B of the hydraulic oil, the hydraulic oil oil temperature T _B is compared is higher, the increase in pressure P _C1 of the clutch C1 is delayed, the engagement start timing of the clutch C1 is delayed. Therefore, the orifice switching period T _CB determined in the orifice switching period determination unit 366, the oil temperature T _B of the hydraulic oil is set to be faster as low. For example, it is shown in FIG. 7 V-TA'-T _C
A plurality of maps are provided for each predetermined oil temperature range such as for high oil temperature, normal oil temperature, and low oil temperature.

The orifice switching timing determining means 368 measures the time from when the downshift determining means 302 changes the orifice state to the small orifice state, and becomes the orifice switching timing T _CB determined by the orifice switching timing determining means 366. The operating oil flow rate changing means 304
Switches the orifice state to the large orifice state.

FIG. 28 shows a main part of the control operation of the shift electronic control unit 20 of this embodiment, that is, the automatic transmission 1 shown in FIG.
A flowchart showing a part of a main routine showing a process executed when a downshift in which the fourth gear is downshifted from the fourth gear to the third gear, that is, a power-on downshift command is determined. It is.

In FIG. 28 , when the accelerator pedal is depressed, power-on 4 → 3 in a step (not shown) corresponding to the downshift determining means 302.
When the downshift command is output, SJ1 and below are started. T ₀ point of Figure 29 shows this state. Incidentally, FIG. 29 shows the output shaft torque T _OUT (N · m) and the oil pressure P _{B1 of the} brake B1 when the oil temperature TB of the operating oil is low.
(Pa), the hydraulic pressure P _C1 (Pa) of the clutch C1, and changes in the turbine rotational speed _NT (rpm) are schematically shown, respectively. The solid line is a hydraulic oil temperature TB for comparison as a comparison.
And the orifice state is switched without consideration, and the broken line represents the case where the orifice switching timing T _CB is determined in consideration of the oil temperature TB of the working oil.

First, the content of the timer value t is initialized to "0" in SJ1, and subsequently, in SJ2 corresponding to the vehicle speed related amount detecting means 306 and the throttle opening related amount detecting means 308, a shift command is issued. The vehicle speed V and the throttle opening degree change rate TA ′ from the minute time Δt before the shift command to the shift command are read. The following SJ3
Then, the oil temperature TB of the working oil is read from the oil temperature sensor 88.

In SJ4 corresponding to the orifice switching timing determining means 366, the orifice switching timing T _{CB is} determined based on the vehicle speed V and the throttle opening change rate TA ′ read in SJ2 and the oil temperature TB read in SJ3.
Is determined. That is, when the oil temperature TB of the working oil read in SJ3 is a low oil temperature, the VT shown in FIG. 7 provided for each predetermined range of the oil temperature TB of the working oil is provided.
The low oil temperature map of the A'-T _CB map is selected, and the orifice switching timing T _{CB is determined} from the vehicle speed V and the throttle opening change rate TA 'read in SJ2 based on the selected map.
Is determined.

At SJ5 corresponding to the operating oil flow rate changing means 304, after the small orifice state is set, SJ6 to SJ6 corresponding to the orifice switching timing determining means 368 are performed.
J7 is executed. First, in SJ6, the contents of the timer value t is incremented, the subsequent SJ7, 4 → 3 or the content of the timer value t to be allowed to counting operation in the down-shift command after does not reach the orifice switching period T _CB determined in SJ4 It is determined whether or not. Initially, the judgment in SJ7 is affirmative, so that SJ6 and subsequent steps are repeatedly executed. However, when the elapsed time from the 4 → 3 downshift command reaches the orifice switching timing T _CB , the above SJ7
Is denied, the orifice state is switched from the small orifice state to the large orifice state in SJ8 corresponding to the hydraulic oil flow rate changing means 304, and this control ends. Dashed t ₃ time points in FIG. 29 shows this state.

When the hydraulic oil temperature TB is low, the viscosity ρ of the hydraulic oil
Therefore, the supply speed of the hydraulic oil to the clutch C1 is low, and it takes a relatively long time before the engagement of the clutch C1 is started. Therefore, when switching the orifice state time point t ₁ in FIG. 29 which orifice condition is determined without considering the oil temperature TB of the hydraulic oil is indicated by a solid line in t ₂ time points 29 where the engagement of the clutch C1 is started As described above, since the turbine rotational speed _NT is higher than the rotational speed after the shift, a positive peak occurs in the output shaft torque TE _OUT . However, in this embodiment, the oil temperature TB of the hydraulic oil is considered orifice switching period T _CB is determined in SJ4, since the orifice state is switched at an earlier t ₃ time points than time point t _1, the engagement of the clutch C1 Fig. 2
This is t _{4 of} 9 . Since t ₄ time is immediately before the rotational speed synchronization timing, suitably the gear shift is finished without generating a peak in the output shaft torque TE _OUT.

As described above, according to the present embodiment, 4 → 3
At the time of the downshift command, the hydraulic oil flow rate changing means 304 (SJ
The orifice switching timing T _CB for switching the orifice in the small orifice state according to 1) to the large orifice state is as follows:
The orifice switching timing determining means 366 (SJ4)
It is determined in consideration of the viscosity ρ of the hydraulic oil that changes depending on the oil temperature TB of the hydraulic oil. That is, the orifice switching timing T is determined in consideration of the supply speed of the operating oil to the clutch C1.
_{Since CB} is determined, the engagement start timing of the clutch C1 can be set immediately before the rotation speed synchronization timing regardless of the oil temperature of the hydraulic oil, and the downshift of the automatic transmission can be smoothly performed. it can.

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As described above, one embodiment of the present invention has been described with reference to the drawings. However, the present invention can be implemented as another embodiment different from those embodiments.

For example, an embodiment to which the third invention is applied, an embodiment to which the fourth invention is applied, and an embodiment to which the sixth invention is applied.
In the example, the timing of the orifice switching is determined by using the timer t. However, as in the orifice switching speed determining means 322 of the embodiment to which the second invention is applied, the input shaft speed such as the turbine speed is determined. Orifice switching may be determined based on the related amount.

In the above-described embodiment, the downshift of the gear stage of the automatic transmission 14 has been described as an example of the downshift from the fourth speed to the third speed. The present invention may be applied to a downshift other than the downshift to the third speed, for example, a downshift from the third speed to the second speed or a downshift from the second speed to the first speed. Further, when the automatic transmission 14 is at the fifth forward speed, the present invention may be applied to a downshift from the fifth speed to the fourth speed.

[0232] Further, in the embodiment seventh aspect of the invention described above is applied, the orifice switching period determining means, although the oil temperature TB of the hydraulic oil is considered orifice switching period T _CB has been determined, created aggressive media The orifice switching timing determined without taking the oil temperature TB into consideration may be corrected based on the oil temperature TB of the working oil .

In the map shown in FIG. 7, the orifice switching speed T _C has been determined from the vehicle speed V and the throttle opening change rate TA ′. The number N _OUT , the clutch C1 speed N _C1 , the input shaft speed N _IN , the turbine speed N _T , the speed ratio γ, and the like may be used. Similarly, in other relations determined based on the vehicle speed V, the vehicle speed related amount may be used instead of the vehicle speed V.

What has been described above is merely an embodiment of the present invention, and the present invention can be variously modified without departing from the gist thereof.

[Brief description of the drawings]

FIG. 1 is a configuration diagram of a vehicle including a hydraulic control device for an automatic transmission according to an embodiment of the present invention.

FIG. 2 is a table showing gears in an automatic transmission of the vehicle shown in FIG. 1 and operating states of a friction engagement device for establishing the gears.

FIG. 3 is a hydraulic circuit diagram showing a configuration of a part of the hydraulic control circuit of FIG. 1 that generates a line pressure.

FIG. 4 is a part of the hydraulic control circuit of FIG.
FIG. 2 is a hydraulic circuit diagram showing a configuration of a part that supplies hydraulic oil to a brake 1 and a brake B1.

FIG. 5 is a cross-sectional view illustrating an example of a configuration of a clutch C1.

FIG. 6 is a functional block diagram for explaining main control functions of a shift electronic control device according to the embodiment to which the first invention is applied.

FIG. 7 is a map showing an example of a relationship used in the orifice switching period determination means of FIG. 6;

FIG. 8 is a flowchart showing an example of the contents of a main routine performed by the shift electronic control device of the embodiment to which the first invention is applied based on the functional block diagram of FIG. 6;

FIG. 9 is a diagram illustrating an example of changes in torque, oil pressure, and rotation speed due to processing performed based on any of the main routines of FIGS. 8, 12, 25, and 28.

FIG. 10 is a functional block diagram for explaining main control functions of a shift electronic control device according to an embodiment to which the second invention is applied.

FIG. 11 is a map showing an example of a relationship used in the orifice switching speed determining means of FIG. 10;

FIG. 12 is a flowchart showing an example of the contents of a main routine performed by the electronic control unit for shifting according to the embodiment to which the second invention is applied, based on the functional block diagram of FIG. 10;

FIG. 13 is a functional block diagram for explaining main control functions of a shift electronic control device according to an embodiment to which the third invention is applied.

FIG. 14 is a map showing an example of a relationship used in the line pressure changing means of FIG.

FIG. 15 is a flowchart showing an example of the contents of a main routine performed by the shift electronic control device of the embodiment to which the third invention is applied based on the functional block diagram of FIG. 13;

FIG. 16 is a diagram showing an example of changes in torque, oil pressure, and rotation speed due to processing performed based on the main routine of FIG. 15 or FIG. 31.

FIG. 17 is a flowchart illustrating an example of the content of a return processing routine executed in SC13 of the main routine of FIG. 15;

FIG. 18 is a shift electronic control according to an embodiment to which the fourth invention is applied.
FIG. 2 is a functional block diagram illustrating a main part of a control function of the control device.
is there.

FIG. 19 is a view of an orifice switching period setting means in FIG . 18;
It is a map showing an example of the relationship used by the user.

FIG. 20 shows a shift electronic control according to an embodiment to which the fourth invention is applied.
The control is performed based on the functional block diagram of FIG.
Flowchart showing an example of the contents of the main routine
It is.

FIG. 21 is a shift electronic control according to an embodiment to which the fifth invention is applied.
FIG. 2 is a functional block diagram illustrating a main part of a control function of the control device.
is there.

FIG. 22 is a diagram showing an orifice switching speed setting means of FIG . 21;
4 is a map showing an example of a relationship used in the first embodiment.

FIG. 23 is a shift electronic control according to an embodiment to which the fifth invention is applied.
The control is performed based on the functional block diagram of FIG.
Flowchart showing an example of the contents of the main routine
It is.

FIG. 24 shows a shift electronic control according to an embodiment to which the sixth invention is applied.
FIG. 2 is a functional block diagram illustrating a main part of a control function of the control device.
is there.

25 is used in the line pressure adjusting means of FIG .
5 is a map showing an example of the relationship.

FIG. 26 shows a shift electronic control according to an embodiment to which the sixth invention is applied.
The control is performed based on the functional block diagram of FIG.
Flowchart showing an example of the contents of the main routine
It is.

FIG. 27 shows a shift electronic control according to an embodiment to which the seventh invention is applied.
FIG. 2 is a functional block diagram illustrating a main part of a control function of the control device.
is there.

FIG. 28 is a shift electronic control according to an embodiment to which the seventh invention is applied.
The control is performed based on the functional block diagram of FIG.
Flowchart showing an example of the contents of the main routine
It is.

FIG. 29 is performed based on the main routine of FIG . 28;
Diagram showing an example of changes in torque, oil pressure, and rotation speed due to processing
It is.

[Explanation of symbols]

 14: Automatic transmission for vehicle 88: Oil temperature sensor (operating oil temperature detecting device) 304: Hydraulic oil flow rate changing means 312: Actual engine torque related amount determining means 316: Reference engine torque related amount determining means 318: Orifice switching period correction Means 324: Orifice switching speed correction means 330: Line pressure correction means 352: Actual engine torque related amount change rate calculating means 354: Orifice switching period setting means 356: Orifice switching speed setting means 358: Line pressure adjusting means 366: Orifice switching timing determination means C1: Clutch (engagement side hydraulic frictional engagement device) B1: Brake (opening side hydraulic frictional engagement device)

──────────────────────────────────────────────────の Continued on the front page (51) Int.Cl. ⁶ Identification code FI F16H 63:12 (72) Inventor Ryoji Habuchi 1 Toyota Town, Toyota City, Aichi Prefecture Inside Toyota Motor Corporation (72) Inventor Tatsuya Ozeki 1 Toyota Town, Toyota City, Aichi Prefecture Inside Toyota Motor Corporation (56) References JP-A-2-296063 (JP, A) JP-A-47-21830 (JP, A) JP-A-3-199760 (JP, A) JP-A-6-280988 (JP, A) JP-A-48-42130 (JP, A) JP-A-6-94115 (JP, A) Japanese Utility Model Showa 61-148948 (JP, U) (58) Survey Field (Int.Cl. ⁶ , DB name) F16H 59/00-61/12 F16H 61/16-61/24 F16H 63/40-63/48

Claims (7)

(57) [Claims] 1. A plurality of hydraulic frictional engagement devices for switching a gear position of an automatic transmission for a vehicle, and a downshift of the automatic transmission for a vehicle among the plurality of hydraulic frictional engagement devices. Hydraulic oil flow rate changing means for switching an orifice of an oil passage for supplying hydraulic oil to an engagement side hydraulic friction engagement device to be frictionally engaged between a large orifice state having a small flow resistance and a small orifice state having a large flow resistance. A hydraulic control apparatus for an automatic transmission for a vehicle, comprising: a vehicle speed related amount detecting means for detecting a vehicle speed related amount related to a vehicle speed; and a throttle opening related amount related to a throttle opening of the vehicle. A throttle opening related amount detecting means, and a vehicle speed related amount detected by the vehicle speed related amount detecting means and a throttle opening related amount detected by the throttle opening related amount detecting means at the time of a downshift command. An orifice switching period for determining an orifice switching period until the orifice in the small orifice state is switched to the large orifice state by the hydraulic oil flow rate changing means at the time of the downshift command based on the change rate of the throttle opening related amount. Determining means; real engine torque related quantity determining means for determining an actual engine torque related quantity of the vehicle engine; real engine torque related quantity determined by the real engine torque related quantity determining means; An orifice switching period correction means for correcting the orifice switching period based on a throttle opening and a reference engine torque related amount determined by the engine speed. Control device. 2. A plurality of hydraulic friction engagement devices for switching a gear position of an automatic transmission for a vehicle, and a plurality of hydraulic friction engagement devices for downshifting the automatic transmission for a vehicle among the plurality of hydraulic friction engagement devices. Hydraulic oil flow rate changing means for switching an orifice of an oil passage for supplying hydraulic oil to an engagement side hydraulic friction engagement device to be frictionally engaged between a large orifice state having a small flow resistance and a small orifice state having a large flow resistance. A hydraulic control apparatus for an automatic transmission for a vehicle, comprising: a vehicle speed related amount detecting means for detecting a vehicle speed related amount related to a vehicle speed; and a throttle opening related amount related to a throttle opening of the vehicle. An orifice for switching a small orifice state to a large orifice state by the hydraulic oil flow rate changing means when the downshift is commanded. An input shaft rotation speed related amount of the vehicle automatic transmission, which is a switching rotation speed, a vehicle speed related amount detected by the vehicle speed related amount detecting unit at the time of the downshift command, and a throttle opening related amount detecting unit. Orifice switching speed determining means for determining based on the rate of change of the throttle opening related amount detected by the above, real engine torque related amount determining means for determining an actual engine torque related amount of the engine of the vehicle, Based on the actual engine torque related amount determined by the engine torque related amount determining means and the reference engine torque related amount determined from the throttle opening and the engine speed based on a relationship obtained in advance, the orifice switching speed is calculated. Orifice switching speed correction means for correcting
A hydraulic control device for an automatic transmission for a vehicle, comprising: 3. A plurality of hydraulic friction engagement devices for switching gears of an automatic transmission for a vehicle, and a plurality of hydraulic friction engagement devices for downshifting the automatic transmission for a vehicle among the plurality of hydraulic friction engagement devices. Hydraulic oil flow rate changing means for switching an orifice of an oil passage for supplying hydraulic oil to an engagement side hydraulic friction engagement device to be frictionally engaged between a large orifice state having a small flow resistance and a small orifice state having a large flow resistance. A hydraulic control apparatus for an automatic transmission for a vehicle, comprising: a vehicle speed related amount detecting means for detecting a vehicle speed related amount related to a vehicle speed; and a throttle opening related amount related to a throttle opening of the vehicle. A throttle opening related amount detecting means, and a vehicle speed related amount detected by the vehicle speed related amount detecting means and a throttle opening related amount detected by the throttle opening related amount detecting means at the time of a downshift command. A line pressure changing means for changing a line pressure which is a source pressure of hydraulic oil supplied to the plurality of hydraulic friction engagement devices based on a rate of change of the throttle opening related amount; An actual engine torque related amount determining means for determining an engine torque related amount; a real engine torque related amount determined by the actual engine torque related amount determining means; and a throttle opening and an engine speed determined from a relationship previously obtained. And a line pressure correcting means for correcting a line pressure changed by the line pressure changing means based on the reference engine torque-related amount. 4. A plurality of hydraulic friction engagement devices for switching a gear position of an automatic transmission for a vehicle, and a plurality of hydraulic friction engagement devices for downshifting of the automatic transmission for a vehicle among the plurality of hydraulic friction engagement devices. Hydraulic oil flow rate changing means for switching an orifice of an oil passage for supplying hydraulic oil to an engagement side hydraulic friction engagement device to be frictionally engaged between a large orifice state having a small flow resistance and a small orifice state having a large flow resistance. A hydraulic control device for an automatic transmission for a vehicle, comprising: a vehicle speed related amount detecting means for detecting a vehicle speed related amount related to a speed of a vehicle; and an actual engine torque for determining an actual engine torque related amount of an engine of the vehicle. Related amount determining means; actual engine torque related amount change rate calculating means for calculating a change rate of the actual engine torque related amount determined by the actual engine torque related amount determining means; At the time of the command, the vehicle speed related amount detected by the vehicle speed related amount detecting means, the actual engine torque related amount determined by the actual engine torque related amount determining means, and the actual engine torque related amount change rate calculating means. An orifice for setting an orifice switching period until the orifice in the small orifice state is switched to the large orifice state by the hydraulic oil flow rate changing means at the time of the downshift command based on the calculated actual engine torque-related amount change rate. A hydraulic control device for an automatic transmission for a vehicle, comprising: a switching period setting unit. 5. A plurality of hydraulic frictional engagement devices for switching gears of an automatic transmission for a vehicle, and a plurality of hydraulic frictional engagement devices for downshifting the automatic transmission for a vehicle among the plurality of hydraulic frictional engagement devices. Hydraulic oil flow rate changing means for switching an orifice of an oil passage for supplying hydraulic oil to an engagement side hydraulic friction engagement device to be frictionally engaged between a large orifice state having a small flow resistance and a small orifice state having a large flow resistance. A hydraulic control device for an automatic transmission for a vehicle, comprising: a vehicle speed related amount detecting means for detecting a vehicle speed related amount related to a speed of a vehicle; and an actual engine torque for determining an actual engine torque related amount of an engine of the vehicle. Related amount determining means; actual engine torque related amount change rate calculating means for calculating a change rate of the actual engine torque related amount determined by the actual engine torque related amount determining means; At the time of a shift command, the amount of input shaft rotation of the automatic transmission for a vehicle, which is the orifice switching speed at which the orifice changed from the small orifice state to the large orifice state by the hydraulic oil flow rate changing means, is used as the downshift command. At this time, the vehicle speed related amount detected by the vehicle speed related amount detecting unit, the actual engine torque related amount determined by the actual engine torque related amount determining unit, and the actual engine torque related amount change rate calculating unit are calculated. An orifice switching speed setting means for setting based on the actual engine torque-related amount change rate. 6. A plurality of hydraulic frictional engagement devices for switching gears of an automatic transmission for a vehicle, and a plurality of hydraulic frictional engagement devices for downshifting the automatic transmission for a vehicle among the plurality of hydraulic frictional engagement devices. Hydraulic oil flow rate changing means for switching an orifice of an oil passage for supplying hydraulic oil to an engagement side hydraulic friction engagement device to be frictionally engaged between a large orifice state having a small flow resistance and a small orifice state having a large flow resistance. A hydraulic control device for an automatic transmission for a vehicle, comprising: a vehicle speed related amount detecting means for detecting a vehicle speed related amount related to a speed of a vehicle; and an actual engine torque for determining an actual engine torque related amount of an engine of the vehicle. Related amount determining means, and the actual engine torque related amount determined by the actual engine torque related amount determining means.
The actual engine to calculate the rate of change of the engine torque related quantity
A torque- related amount change rate calculating means, a vehicle speed-related amount detected by the vehicle speed-related amount detecting means, and a real engine torque-related amount determined by the real engine torque-related amount determining means at the time of a downshift command ; The actual engine torque related amount change rate calculating means
The engagement start timing of the engagement side hydraulic friction engagement device is determined based on the actual engine torque related amount change rate calculated in
Rotational speed synchronization of input / output side members of engagement side hydraulic friction engagement device
A line pressure adjusting unit that adjusts a line pressure that is a source pressure of hydraulic oil supplied to the plurality of hydraulic friction engagement devices so that a timing substantially coincides with the timing. Hydraulic control device for automatic transmission. 7. A plurality of hydraulic frictional engagement devices for switching a gear position of an automatic transmission for a vehicle, and a plurality of hydraulic frictional engagement devices for downshifting of the automatic transmission for a vehicle among the plurality of hydraulic frictional engagement devices. Hydraulic oil flow rate changing means for switching an orifice of an oil passage for supplying hydraulic oil to an engagement side hydraulic friction engagement device to be frictionally engaged between a large orifice state having a small flow resistance and a small orifice state having a large flow resistance. A hydraulic control device for an automatic transmission for a vehicle, comprising: a vehicle speed related amount detecting means for detecting a vehicle speed related amount related to a speed of a vehicle; and a throttle opening change for calculating a change rate of a throttle opening of the vehicle. Rate calculating means, a hydraulic oil temperature detecting device for detecting an oil temperature of the hydraulic oil, and an orifice for switching the small orifice state to a large orifice state at the time of the downshift command. An orifice for determining a change timing based on the vehicle speed-related amount detected by the vehicle speed-related amount detection means, the throttle opening change rate calculated by the throttle opening change rate calculation means, and the oil temperature of the hydraulic oil; A hydraulic control device for an automatic transmission for a vehicle, comprising: a switching timing determining unit.