JP3206277B2 - Transmission capacity control device for automatic transmission - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an apparatus for appropriately controlling the engagement capacity of a friction element which is to be operated during a shift of an automatic transmission during a shift, that is, the shift capacity of the automatic transmission. It is.

[0002]

2. Description of the Related Art An automatic transmission selects a corresponding gear by selectively hydraulically operating and engaging a plurality of friction elements such as clutches and brakes for determining a transmission path of a planetary gear transmission mechanism, The motive power from the engine is shifted at a gear ratio corresponding to this shift speed and output. Then, when shifting the automatic transmission to another shift speed, the shift is executed by switching the friction element to be engaged.

[0003] For this reason, if the engagement capacity (determined by the operating pressure of the friction element) of the friction element to be engaged during this shift is too large, a large shift shock occurs due to the engagement of the friction element. Conversely, if the fastening capacity of the friction element is too small, the friction element slips and the life of the automatic transmission is reduced due to the slip. Therefore, particularly, the engagement capacity of the friction element during shifting, that is, the shifting capacity of the automatic transmission, needs to be appropriately controlled. For this reason, conventionally, for example, as described in Japanese Patent Application Laid-Open No. 1-169164, all automatic transmissions There has been proposed a technique for controlling the line pressure, which is the source pressure of the above, as follows.

That is, the time during which the effective gear ratio represented by the input / output rotation ratio of the planetary gear transmission mechanism changes from the pre-shift value to the post-shift value, that is, the inertia phase time, is measured. That is, the line pressure is learned and controlled so that the phase time becomes an optimal value for the shift shock countermeasure.

[0005]

However, it has been confirmed that the following problems arise in any of the conventional shift capacity control devices. That is, when the vehicle speed for during shifting short time does not change can be regarded, therefore since the transmission output rotational speed is constant, substantially the same engine speed N _e to the transmission input speed 12 And the time during which N _e1 corresponding to the gear ratio before the gear shift shown in FIG. 13 changes to N _e2 corresponding to the gear ratio after the gear shift is measured as an inertia phase time. This is equivalent to learning control of the line pressure so as to obtain the optimum value.

[0006] Here, FIGS. 12 and 13, second speed select the band brake by such rise shown by the solid line in pressure P ₂ is engagement operation, when performing the shift from the first speed to the second speed, the engine rotation The time series changes of the number _Ne and the transmission output torque are indicated by solid lines.

FIG. 12 shows the engine speed N when the frictional element is a band brake and biting at the initial stage of engagement of the frictional element is poor.
_The chronological changes in _e and the transmission output torque are also indicated by broken lines. By the way, when the biting of the friction element in the initial stage of the engagement is poor, the inertia phase time is normally A, but B shorter than this is measured, and the line pressure is high because the inertia phase time is short. Based on the determination that the line pressure is too long (shifting capacity is excessive), control for reducing the line pressure is performed. The fact that the friction element does not bite well means that the shifting capacity is insufficient. Nevertheless, if it is erroneously determined that the shifting capacity is excessive and the line pressure is reduced (the shifting capacity is reduced), The line pressure (shifting capacity) is reduced each time control is performed, and is finally held at the lower limit value, so that control becomes impossible.

[0008] FIG. 13, when composed as low indicate shelf pressure of the second speed selection pressure P ₂ that line pressure and a source pressure which is low in broken lines, the engine speed N _e and the transmission output torque The time-series changes are also indicated by broken lines. by the way,
May thus shift to low second speed selection shelf pressure of pressure P ₂ is slow, while at a normal shelf pressure if the inertia phase time is A, will be measured shorter than this B, inertia-phase period , The line pressure is determined to be too high (shift capacity is excessive), and control is performed to reduce the line pressure. Thus, the second speed selection pressure P
_The low shelf pressure in No. ₂ means that the shifting capacity is insufficient. Nevertheless, it is erroneously determined that the shifting capacity is excessive, and the line pressure is reduced (the shifting capacity is reduced).
In, the line pressure (shifting capacity) is reduced every time control is performed,
In this case as well, the same problem as described above occurs, for example, the control is eventually stopped at the lower limit value.

[0009] In view of the accuracy of the line pressure learning control, this problem occurs particularly remarkably when the shelf pressure gradient indicated by θ in FIG. 13 is reduced.

According to the present invention, the appropriateness of the shift capacity is determined based on the time change ratio of the prime mover speed instead of the conventional transmission input / output speed ratio, and the determination result is used to control the shift capacity. The main purpose is to solve the above problem.

According to the present invention, the shift capacity can be determined and controlled at each of the first half of the shift and the second half of the shift, and the shift capacity can be controlled with higher accuracy. It is also an object to propose such a device.

In the present invention, when determining whether the shift capacity is excessive or deficient in the first half of the shift, the gradient of the temporal change rate of the prime mover speed when the temporal change rate of the prime mover speed changes from positive to negative is particularly determined. It is another object of the present invention to further improve the determination accuracy by determining whether the shift capacity is excessive or deficient in the first half of the shift based on the fact that the excess or deficiency of the shift capacity in the first half of the shift is well represented.

In the present invention, when determining the excess or deficiency of the shift capacity in the latter half of the shift, the gradient of the time change ratio of the motor speed when the time change ratio of the motor speed changes from negative to positive is particularly determined. It is another object of the present invention to further improve the accuracy of the determination by determining whether the shift capacity is excessive or deficient in the second half of the shift based on the fact that the shift capacity in the second half of the shift is well represented.

[0014]

SUMMARY OF THE INVENTION For these purposes, a shift capacity control apparatus for an automatic transmission according to a first aspect of the present invention, as shown in FIG. In an automatic transmission in which the speed is determined, the power from the prime mover is shifted at a gear ratio corresponding to the input shift speed and output, and switching to another shift speed is performed by switching the engagement of the friction element. Prime mover rotational speed detecting means for detecting the rotational speed of the prime mover, shift command detecting means for detecting the gear change command, and the prime mover after a shift command is detected in response to a signal from these means. An engine rotation speed change ratio calculating means for calculating a time change ratio of the rotation speed, a shift period divided into two, and a shift first period covering a shift start from the shift command, and a shift period starting from the end of the shift first period. When determining the excess or deficiency of the shift capacity in each of the first half of the shift and the second half of the shift, in the case of the first half of the shift, the time change ratio of the engine speed is switched from positive to negative. In the vicinity of the instant, the smaller the gradient of the time change ratio of the rotation speed of the prime mover, the smaller the shift capacity is determined to be insufficient.
It is determined that the speed change capacity is excessive as the gradient becomes steeper, and in the latter half of the speed change, the time change of the prime mover rotation speed near the instant when the time change ratio of the prime mover speed changes from negative to positive. The shift capacity is determined to be insufficient when the gradient of the ratio is small, the shift capacity determining means for determining that the shift capacity is excessive when the gradient is steep, and the engagement capacity of the friction element to be engaged when shifting. And a shift capacity adjusting means for controlling the shift capacity in excess or deficiency in each of the first half of the shift and the second half of the shift.

According to a second aspect of the present invention, in the first aspect of the present invention, the engagement capacity of the friction element is controlled by adjusting a line pressure for controlling engagement of all friction elements of the automatic transmission. It is characterized by doing so.

According to a third aspect of the present invention, in the transmission capacity control apparatus for an automatic transmission according to the first aspect, the engagement capacity of the friction element is controlled by directly increasing or decreasing an operating pressure for controlling engagement of the friction element. It is characterized by the following.

According to a fourth aspect of the present invention, there is provided the transmission capacity control apparatus for an automatic transmission according to any one of the first to third aspects, wherein the fuzzy membership function relating to the gradient of the time change rate of the motor rotation speed is used for the first and second shift speeds. It is set for each latter period, and it is configured to determine whether the shift capacity is excessive or deficient in the first half of the shift and the second half of the shift based on the membership function.

According to a fifth aspect of the present invention, in the shift capacity control device for an automatic transmission according to any one of the first to fourth aspects, the determination of excess or deficiency of the shift capacity in the first half of the shift covers a shift start from the shift command. A shift response time between an instant when the time change ratio of the engine speed finally changes from positive to negative within the first set time and the shift command instant is performed. is there.

According to a sixth aspect of the present invention, in the shift capacity control device for an automatic transmission according to the fifth aspect, a fuzzy membership function of the shift response time is set, and the excess or deficiency of the shift capacity in the first half of the shift is determined based on the membership function. Is performed.

A shift capacity control apparatus for an automatic transmission according to a seventh aspect of the present invention is the automatic transmission control apparatus according to any one of the first to sixth aspects, wherein the determination of excess or deficiency of the shift capacity in the first half of the shift covers a shift start from the shift command. This is performed based on the value of the time change ratio of the motor speed at the moment when a certain time has elapsed within the first half of the shift from the moment when the time change ratio of the motor speed finally switches from positive to negative within the first set time. It is characterized by having such a configuration.

According to an eighth aspect of the present invention, in the shift capacity control device for an automatic transmission according to the seventh aspect, a fuzzy membership function relating to the value of the time change ratio of the motor rotation speed is set, It is characterized in that it is configured to determine whether the shift capacity is excessive or insufficient.

The shift capacity control apparatus for an automatic transmission according to the ninth aspect of the present invention is the automatic transmission control apparatus according to any one of the first to eighth aspects, wherein the determination of excess or deficiency of the shift capacity in the first half of the shift is performed based on a shift command instant and a shift command based on the shift command. It is configured to perform the operation based on the sum of the time change ratio of the prime mover speed between the moment when the time change ratio of the prime mover speed finally switches from positive to negative within the first set time covering the start. It is characterized by the following.

According to a tenth aspect of the present invention, in the transmission capacity control apparatus for an automatic transmission according to the ninth aspect, a fuzzy membership function relating to a total of a time change ratio of the motor rotation speed is set, and a fuzzy membership function is set based on the membership function in a first half of the shifting operation. It is characterized in that it is configured to determine whether the shift capacity is excessive or insufficient.

The shift capacity control apparatus for an automatic transmission according to the eleventh aspect of the present invention is the automatic transmission control apparatus according to any one of the first to tenth aspects, wherein the determination of excess or deficiency of the shift capacity in the second half of the shift is made by determining the moment of the first half of the shift, Wherein the absolute value of the difference in the time change rate of the prime mover speed at any two instants between the moment when the time rate of change of the prime mover speed first switches from negative to positive is configured to be performed. It is assumed that.

A shift capacity control apparatus for an automatic transmission according to a twelfth aspect, according to the eleventh aspect, sets a fuzzy membership function relating to an absolute value of a difference in a time change ratio of the prime mover speed, based on the membership function. It is characterized in that it is configured to determine whether the shift capacity is excessive or deficient in the latter half of the shift.

According to a thirteenth aspect of the present invention, in the automatic transmission transmission control apparatus according to any one of the first to twelfth aspects, the excess or deficiency of the shift capacity in the latter half of the shift is determined by the elapse of the first half of the shift and the second half of the shift. The method is characterized in that it is performed by the value of the time change ratio of the motor speed at any one instant between the moment when the time change ratio of the motor speed is first switched from negative to positive. is there.

The shift capacity control apparatus for an automatic transmission according to a fourteenth aspect is the thirteenth aspect, wherein a fuzzy membership function relating to a value of a time change ratio of the rotation speed of the prime mover at any one instant is set, and the membership function is set. , Based on which the shift capacity is determined to be excessive or deficient in the latter half of the shift.

The shift capacity control apparatus for an automatic transmission according to the fifteenth aspect of the present invention is the automatic transmission control apparatus according to any one of the first to fourteenth aspects, wherein the determination of excess or deficiency of the shift capacity in the latter half of the shift covers the shift start from the shift command. The engine speed is changed between the moment when the time change ratio of the engine speed finally changes from positive to negative within one set time and the time when the second set time covering the shift end from the shift command elapses. And the moment when the time change ratio of the first time is switched from negative to positive for the first time is performed by the minimum value of the time change ratio of the rotation speed of the prime mover.

The shift capacity control apparatus for an automatic transmission according to a sixteenth aspect is the invention according to the fifteenth aspect, wherein a fuzzy membership function relating to a minimum value of a time change ratio of the rotation speed of the prime mover is set, and a late shift operation is performed based on the membership function. Is characterized in that it is configured to determine whether the shift capacity is excessive or insufficient.

The shift capacity control device for an automatic transmission according to the seventeenth invention is the shift control device for an automatic transmission according to any one of the fourth invention, the sixth invention, the eighth invention, the tenth invention, the twelfth invention, the fourteenth invention and the sixteenth invention. The fuzzy membership function is a membership function for each load of the prime mover.

[0031]

According to the first aspect of the present invention, the automatic transmission determines a makeshift speed by selectively engaging a plurality of friction elements, and switches to another shift speed by switching the engagement of the friction elements. The power from the prime mover is shifted and output at a gear ratio corresponding to.

Here, when the shift command detecting means detects the above-mentioned gear change command, the prime mover rotational speed change ratio calculating means calculates the time change of the prime mover rotational speed detected by the prime mover rotational speed detecting means after the shift instruction is detected. Calculate the ratio.
Then, the shift capacity determining means divides the shift period into two, and divides the shift period into a first half of the shift from the shift command to cover the start of the shift, and a second half of the shift from the end of the first half of the shift to the end of the shift.
The excess or deficiency of the shift capacity in each of the first half of the shift and the second half of the shift is determined as follows. That is, in the first half of the shift, it is determined that the smaller the gradient of the time change ratio of the motor speed near the instant when the time change ratio of the motor speed changes from positive to negative, the more the shift capacity is likely to be insufficient. Then, the steeper the gradient, the more the shift capacity is determined to be excessive. In the latter half of the shift, it is determined that the shift capacity is likely to be insufficient as the gradient of the time change rate of the motor speed near the instant when the time change rate of the engine speed changes from negative to positive is smaller. Then, the steeper the gradient, the more the shift capacity is determined to be excessive.

Thus, according to the configuration in which the engagement capacity of the friction element is controlled in accordance with the determination result based on the time change ratio of the rotation speed of the prime mover, the problem described above with reference to FIGS. When the bite of the friction element is poor, or when the shelf pressure of the friction element is low, there is no problem such as erroneously determining the excess or deficiency of the friction element engagement capacity and controlling the engagement capacity in a direction opposite to the request, Even in such a case, it is possible to accurately determine whether the friction element engagement capacity, that is, the shift capacity is excessive or deficient, and to accurately control the shift capacity at all times so that the excess or deficiency is eliminated.

[0034] In addition, according to the first invention, during the gear shift period, 2
Since the above-mentioned determination of excess or deficiency of the shift capacity and the shift capacity control based on the determination result are separately performed in the divided first half of the shift and the second half of the shift, the complexity of the control is minimized throughout the shift period. The shift capacity can be accurately controlled so that there is no excess or deficiency at all times while suppressing.

According to the first aspect of the present invention, when determining the excess or deficiency of the shift capacity in the first half of the shift, the time change of the prime mover speed in the vicinity of the instant when the temporal change rate of the prime mover speed changes from positive to negative is obtained. Since the excess or deficiency determination is performed based on the gradient of the ratio, and since the gradient satisfactorily indicates the excess or deficiency of the shift capacity in the first half of the shift, the determination accuracy can be further improved.

Further, according to the first aspect of the present invention, when judging excess or deficiency of the shift capacity in the latter half of the shift, in particular, in the vicinity of the moment when the time change rate of the prime mover speed changes from negative to positive first, Since the excess / deficiency determination is performed based on the gradient of the time change ratio, and since the gradient well represents excess or deficiency of the shift capacity in the latter half of the shift, the determination accuracy can be further improved.

In the control of the shift capacity in the first invention, it is most practical to perform the control by increasing or decreasing the line pressure which controls the engagement of all the friction elements of the automatic transmission as in the second invention. And it is easy to adopt.

In the control of the shift capacity in the first invention, as in the third invention, the control can be performed by directly increasing or decreasing the operating pressure of the friction element which is to be engaged at the time of shifting. . In this case, although the control system becomes complicated, the influence on the friction element during the fastening operation can be eliminated, which is advantageous.

In determining whether the shift capacity is excessive or deficient in the first aspect, in the fourth aspect, a membership function relating to the gradient of the temporal change rate of the rotation speed of the prime mover is set for each of the first half of the shift and the second half of the shift, and based on this membership function. Since the excess and deficiency of the shift capacity in the first half of the shift and the second half of the shift are each determined, it is possible to perform fuzzy control with great control flexibility.

According to the first to fourth aspects of the present invention, the shift capacity control device of the fifth aspect of the present invention determines whether the shift capacity is excessive or deficient in the first half of the shift, within the first set time covering the shift start from the shift command. Based on the shift response time between the instant when the time change ratio of the motor rotation speed changes from positive to negative and the shift command instant, the shift capacity excess / deficiency determination in the first half of the shift is performed.

According to the determination of the excess or deficiency of the shift capacity, since the determination is made based on the relatively long shift response time even only in the first half of the shift, the control sensitivity of the shift capacity according to the determination result becomes low. Hunting of the shift capacity control in the first half of the shift can be suppressed.

In the determination according to the fifth invention, in the sixth invention, a membership function relating to the length of the shift response time is set, and it is determined based on the membership function whether the shift capacity is excessive or insufficient in the first half of the shift. In this case, it is very advantageous in that fuzzy control with control flexibility is enabled.

A shift capacity control device according to a seventh aspect of the present invention, in any one of the first to sixth aspects of the present invention, is configured to cover the start of a shift from a shift command when determining whether the shift capacity is excessive or insufficient in the first half of the shift. From the moment when the time change rate of the prime mover rotational speed finally switches from positive to negative within the set time, from the moment when a certain period of time elapses in the first half of the shift,
Based on the value of the time change ratio of the prime mover speed, the shift capacity excess / deficiency determination in the first half of the shift is performed. In the determination of the shift capacity excess / deficiency in the first half of the shift, this determination is performed based on the magnitude of the time change rate of the rotation speed of the prime mover, so that the determination accuracy can be further enhanced.

In the determination according to the seventh aspect, in the eighth aspect, a membership function relating to the value of the time change ratio of the motor rotation speed is set, and excess or deficiency of the shift capacity is determined based on the membership function. In this case, fuzzy control with control flexibility is possible, which is very advantageous.

The shift capacity control apparatus according to the ninth aspect of the present invention is the shift control apparatus according to any one of the first to eighth aspects of the present invention, wherein when determining whether the shift capacity is excessive or insufficient in the first half of the shift, the shift is started from the shift command instant and the shift command. The speed change capacity in the first half of the shift is determined by the sum of the time change ratios of the prime mover speed between the last time when the time change ratio of the prime mover speed changes from positive to negative within the first set time that covers Perform the excess / deficiency determination.

According to the determination of the excess or deficiency of the shift capacity, both the shift response time and the time change ratio of the rotation speed of the prime mover are used as determination data, so that the determination accuracy can be further improved.

In the determination according to the ninth aspect, in the tenth aspect, a membership function relating to the sum of the time-varying ratios of the rotation speed of the prime mover is set, and excess or deficiency of the shift capacity is determined based on the membership function. In this case, fuzzy control with control flexibility is possible, which is very advantageous.

The shift-capacity control device according to the eleventh aspect of the present invention, according to any one of the first to tenth aspects, determines whether the shift capacity is excessive or deficient in the latter half of the shift, and determines whether the shift is in the early stage of the first half of the shift and in the second half of the shift. Between the moment when the time rate of change of the prime mover speed first switches from negative to positive,
Based on the absolute value of the difference between the time changes of the prime mover rotation speed at any two instants, the shift capacity excess / deficiency determination in the latter half of the shift is performed. In this case, it is possible to set the two instants at a position where the determination accuracy is the highest, thereby improving the determination accuracy.

According to the twelfth aspect of the present invention, a fuzzy membership function relating to the absolute value of the difference in the rate of change of the rotation speed of the prime mover with time is set. Is determined. In this case, it is very advantageous in that fuzzy control with control flexibility is enabled.

A shift capacity control device according to a thirteenth aspect of the present invention provides the shift capacity control device according to any one of the first to twelfth aspects, wherein when determining whether the shift capacity is excessive or deficient in the second half of the shift, Between the moment when the time rate of change of the prime mover speed first switches from negative to positive,
A shift capacity excess / deficiency determination in the latter half of the shift is performed based on the value of the time change ratio of the prime mover rotation speed at any one instant.
Also in this case, it is possible to improve the determination accuracy by setting the one instant at a position where the determination accuracy is the highest.

According to the thirteenth aspect of the present invention, in the fourteenth aspect, a fuzzy membership function relating to the value of the time change rate of the prime mover rotation speed at one instant is set, and the shift capacity in the latter half of the shift is set based on this membership function. Is determined. In this case, it is very advantageous in that fuzzy control with control flexibility is enabled.

A shift capacity control device according to a fifteenth aspect of the present invention is the first aspect of the invention according to any one of the first to fourteenth aspects, wherein the first to fourth shifts cover a shift start from a shift command when determining whether the shift capacity is excessive or deficient in the latter half of the shift. The time of the prime mover rotation speed between the moment when the time change ratio of the prime mover speed finally switches from positive to negative within the set time and the second set time covering the end of the shift from the shift command has elapsed. The shift capacity excess / deficiency determination in the latter half of the shift is performed based on the minimum value of the time change rate of the rotation speed of the prime mover between the instant when the rate of change first switches from negative to positive.

Also in this case, since the minimum value of the temporal change rate of the rotation speed of the prime mover expresses the shift capacity in the latter half of the shift, the determination accuracy can be improved.

In the determination according to the fifteenth aspect, in the sixteenth aspect, a fuzzy membership function relating to the minimum value of the time change rate of the motor rotation speed is set, and based on this membership function, the excess of the shift capacity in the latter half of the shift is set. Perform shortage determination. In this case, it is very advantageous in that fuzzy control with control flexibility is enabled.

The fuzzy membership function in the fourth invention, the sixth invention, the eighth invention, the tenth invention, the twelfth invention, the fourteenth invention, and the sixteenth invention is calculated by changing the membership for each load of the prime mover as in the seventeenth invention. As a function, the above-described respective effects can be achieved under any load condition of the prime mover.

[0056]

Embodiments of the present invention will be described below in detail with reference to the drawings. FIG. 2 shows a shift capacity control device for an automatic transmission according to an embodiment of the present invention. In this figure, 1 is an engine (motor) and 2 is an automatic transmission. The automatic transmission 2 receives the power of the engine 1 via the torque converter 3 and shifts the input rotation at a gear ratio corresponding to the selected gear position.
It shall be transmitted to the output shaft 4.

Here, the automatic transmission 2 turns on and off the shift solenoids 6 and 7 in the control valve 5.
The plurality of friction elements are selectively hydraulically actuated (fastened) to determine the selected gear position. The torque converter 3 also controls the input / output elements by the duty control of the lock-up solenoid 8 in the control valve 5. It is assumed that the converter is in a converter state in which no direct connection is made or a lockup state in which input and output elements are directly connected.

ON / OFF of shift solenoids 6, 7;
And the drive duty D of the lock-up solenoid 8
Are controlled by a controller 9. The controller 9 includes a signal from a throttle opening sensor 10 for detecting a throttle opening TH (engine load state) of the engine 1, a speed of the transmission output shaft 4 and a vehicle speed. signal from the vehicle speed sensor 11 for detecting a V, signals from an oil temperature sensor 12 for detecting the transmission hydraulic oil temperature C, and an engine rotation sensor (engine rotational speed detecting means) for detecting the speed N _e of the engine 1 13 , Respectively.

Although not shown, the controller 9 performs the following shift control and lock-up control by well-known calculations based on these input information. First, the shift control will be described. The controller 9 calculates the throttle opening degree TH detected by the sensor 10 and the vehicle speed V detected by the sensor 11 based on the throttle opening TH.
The optimum gear position for the current operating state is obtained by a look-up method from table data corresponding to a previously set shift diagram, and the shift solenoids 6, 7 are turned ON and OFF so that the optimum gear position is selected. . The line pressure is supplied to the friction element determined by the combination of ON and OFF of the shift solenoids 6 and 7, and the friction element is engaged using the line pressure as an operating pressure. Shift to the shift speed.

Next, the lock-up control will be described. In the lock-up control, the controller 9 determines the throttle opening TH and the vehicle speed V by a look-up method from table data corresponding to a preset lock-up vehicle speed diagram. It is determined whether the vehicle is in the lockup region or the converter region based on the driving condition, and the duty control of the lockup solenoid 8 is performed according to the determination result.
The torque converter 3 is locked up or brought into a converter state. The lock-up of the torque converter 3 is achieved by setting the drive duty D of the solenoid 8 to 95%, and the converter state of the torque converter 3 is achieved by setting the drive duty D of the solenoid 8 to 5%. And

The controller 9 further executes the control program shown in FIGS. 3 to 8 every time a shift command (shift command) from the current shift speed to the optimal shift speed is performed, so that the automatic transmission is shifted when shifting. The following shift capacity appropriateness determination and shift capacity learning control are performed.

[0062] Figure 3 is a main routine is started every time the shift command, first in step 21, the timer T will be described later, is reset to T _3, T ₇ to 0, below the data values .DELTA.N _emax, .DELTA.N _emin , ΣΔN _e , Q _i , K _max ,
K _min , P, R, α, β are reset to 0, respectively. In the next step 22 reads an engine speed N _e detected by the sensor 13, the throttle opening TH detected by the sensor 10, and the transmission hydraulic oil temperature C detected by the sensor 12. Then, in the next step 23, the timer T is incremented (incremented) so that T ← T + ΔT.
(Hereinafter, this elapsed time is referred to as T).

In the next step 24, the time rate of change of the waveform of the engine speed N _e illustrated in FIG. 9, recognized by the control program of FIGS. 4-6. Step 22-2
4, elapsed time T from shift command at step 25, continues from shift command until it is determined that reached the set time T ₂ that covers the shift end, thus waveform recognition in the step 24, the shift command after T Until ≧ T ₂ , the process is executed at regular intervals ΔT in step 23. Note that the waveform recognition in step 24 is specifically as shown in FIGS.

If T ≧ T ₂ after the shift command, step 2
In step 6, the appropriateness of the shift capacity is determined by the control program of FIG. 7, and in step 27, the learning control of the oil pressure value for the shift capacity control based on the appropriateness determination result is executed by the control program of FIG.

[0065] In step 24, a waveform recognition is performed as shown in FIGS. 4 to 6, to be described below based on FIG. 9, the shift in the engine speed N _e with the shift command instant t ₀ in FIG. 9 4 to 6 (step 2).
4) Engine speed difference Δ per operation cycle ΔT
N _e, i.e. Describing per case time rate of change of engine speed (engine rotational speed) are those as shown in the figure, in this example, and 2 minutes the shifting period and the transmission year and shift late, individually It is determined whether the shift capacity is excessive or insufficient. Therefore, with respect to the shift year, also covers the shift start from the shift command instant t _0, does not lead to the shift end, the end to the engine rotational speed difference .DELTA.N _e in first inner set time T ₁ is from positive to negative cut behalf instantaneous (instantaneous to the elapsed time from the shift command instant t ₀ T ₃₎
When the shift and shift response time T ₃ between the command instant t _0, at the instant a predetermined time T ₅ has elapsed from the elapsed instantaneous in speed year of the shift response time T _3, the engine rotational speed difference ΔN value of _e P and a shift command instant t _0, between the course instantaneous shift response time T _3, a total ShigumaderutaN _e of the engine rotational speed difference .DELTA.N _e
If, by the gradient W / T ₄ of the engine rotational speed difference .DELTA.N _e in the vicinity of the course instantaneous shift response time T _3, performs waveform recognition described above, also with respect to the shift late, the elapsed instantaneous speed year, shift between instantaneous engine rotational speed difference .DELTA.N _e was initially just switched from a negative instead (shift required-time instant T ₇ in the elapsed time from the shift command instant t ₀₎ in the later, in any two instantaneous absolute value of the difference between the engine rotational speed difference .DELTA.N _e, for example, shift response time T ₃
The value α of the engine speed difference .DELTA.N _e at the instant after a predetermined time T ₆ from the elapsed instantaneous engine rotational speed difference at the instant before a predetermined time T ₈ from the elapsed instantaneous shift required-time T ₇ delta
The absolute value of the difference between the value of N _e β | β-α | a, the elapsed instantaneous speed year, instantaneous engine rotational speed difference .DELTA.N _e in the shift late was initially just switched from a negative instead (the shift command instant t between the elapsed shift required-time instant T ₇ time to) from _0, the engine rotational speed difference ΔN value of _e in any one moment, for example, shifting a predetermined time from the elapsed instantaneous required time T ₇ T ₈ before the value β of the engine rotational speed difference .DELTA.N _e at the instant of also covering shift start from the shift command instant t _0, does not lead to the shift end, the end to the engine speed difference .DELTA.N _e is the first within the set time T ₁ The engine speed difference ΔN _e between the instant when the shift is switched from positive to negative (the instant when the shift response time T ₃ elapses) and the instant when the second set time T ₂ covering the end of the shift elapses from the shift command instant t _0. first, from negative to positive cut instead of instantaneous (the course of the shift required-time T ₇ but Between the instants), and the minimum value R of the engine rotational speed difference .DELTA.N _e, also covers the shift start from the shift command instant t _0, does not lead to the shift end, after the first set time T ₁ is elapsed, shift in the vicinity of the instantaneous engine rotational speed difference .DELTA.N _e between until the second set time T ₂ has elapsed to cover the end of the first positive cut from the negative instead (course instantaneous shift required-time T _7), the engine rotational the gradient Y / T ₉ having differential .DELTA.N _e, and performs waveform recognition described above.

Here, the gradient W / T_FourIs the shift command moment
Time t₀From time T_ThreeBased on the moment when
Instant T_MAnd the instant T after N times_NFixed time T between_FourWhen,
This time T_FourEngine speed difference ΔN_eThe largest of
Value ΔN_emaxAnd the minimum value ΔN _eminAnd the ratio to the difference W between
Also the gradient Y / T₉Is the shift command instant t₀From time T₇Is
The instant T, M 'times earlier, based on the instant_M’And N’
Instant T after_N’Fixed time T₉Engine in
Rotational speed difference ΔN_eThe maximum value of K_maxAnd the lowest value K _minAmong
The ratio to the difference Y is used.

The first set time T ₁ and the second set time T ₂
Are the engine throttle openings T involved in the shifting operation, respectively.
Needless to say, it is better to change according to H.

It should be noted that the longer the shift response time T ₃ , the less the shifting capacity (operating oil pressure) in the first half of the shift is, and the smaller the P is, the less the shifting capacity in the first half of the shift is.
As N _e is large, the transmission capacity of the transmission year is somewhat insufficient, the smaller the gradient W / T _4, is estimated and the transmission capacity of the transmission year is scant. Also, as | β−α | is larger, the shift capacity in the latter half of the shift is excessive, and as β is larger,
As the shift capacity in the latter half of the shift is excessive and R is smaller, the shift capacity in the latter half of the shift is excessive and the gradient Y / T ₉ is steeper,
It is assumed that the shift capacity in the latter half of the shift is excessive.

Based on the above logic, FIGS.
For waveform recognition, first in step 31
Gin rotation speed difference ΔN_eReset this to 0 before calculating
I do. Then, in the next step 32, the engine speed is read.
N_eIs the current engine speed N_e(NEW)
And in step 33 this N_e(NEW)
Previous rotation speed N_eBy subtracting (OLD)
Engine speed difference ΔN _eAsk for. This engine speed
Difference ΔN_eIs obtained for each operation cycle ΔT in FIGS.
Since this is per fixed time ΔT,
It corresponds to the rate of change of engine (motor) speed over time.
Step 33 corresponds to the motor rotation speed change ratio calculating means.
Hit.

Next, at step 34, the shift required time T ₇
Sets the engine rotational speed difference .DELTA.N _e to β before a predetermined time T ₈ in the range from the elapsed instantly without departing from the shift late. However, in this case, β is set to 0 until the instant. In step 35, the elapsed time T from shift command to check whether the first less than the set time T _1.
During the determination that the engine speed difference ΔN _e is negative and the previous engine speed difference ΔN _e (OLD) is positive in step 36,
That is, the step 37 is executed only once at the moment when it is determined that the engine speed difference has changed from positive to negative. In step 37, it sets the value of the timer T in the instant the timer T _3, further time T _N representing the calculation instant after N times from the instant (see FIG. 9) to T ₃ + (N × [Delta] T) And the maximum value ΔN of the engine speed difference ΔN _{e which} goes back up to the calculation instant T _M (see FIG. 9) M times before the current time.
_{em ax} and the minimum value ΔN _emin are stored in memory.

In steps 38 and 39, the shift response shown in FIG.
Time T_Three’, T <T₁Within the engine once
Rotational speed difference ΔN_eChanges from positive to negative,
After switching, it is assumed that the potential changes from positive to negative again.
Gin rotation speed difference ΔN_eIs T <T ₁Changed from positive to negative within
Count the number of times i and add a new memory Q_iSet
The engine speed difference ΔN_eIs set. And
In step 40, the engine speed difference ΔN_eThe minimum value R of
Is reset to 0 for subsequent calculations, and
Engine speed difference ΔN_eIs set.

The control is executed in step 4 except at the moment when it is determined in step 36 that the engine speed difference has changed from positive to negative.
Forward one, and checks whether done so set the timer T ₃ in the above step 37, the memory during the set timer T ₃ is still advancing control to step 42 ΣΔN _e
After continued by adding the engine rotational speed difference .DELTA.N _e in, returns control to the main routine of FIG. Here ShigumaderutaN _e is the first integrated value of the engine rotational speed difference .DELTA.N _e in the period from the primary engine rotational speed difference .DELTA.N _e until instant that changed negatively T <T within ₁ from shift command, Figure 9 It is substantially the same as the area indicated by hatching.

[0073] When determined that the wafer after being subjected to a set of timer T ₃ in step 41, and advances the control to step 43,
Adds the engine rotational speed difference .DELTA.N _e in the above memory Q _i. Here, Q _i is to be added to ΣΔN _e when the above assumption is real, and the engine speed difference Δ
N _e corresponds to the integrated value of the engine rotational speed difference .DELTA.N _e between the instantaneous initially changes from positive to negative in the T <T ₁ to time changed from positive to negative at the end.

In step 44, it is checked whether or not the elapsed time T from the shift command is within the above-mentioned _TN . While the elapsed time T from the shift command is within the above T _N ,
In steps 45 to 48, the engine speed difference Δ
The maximum value .DELTA.N _emax and minimum .DELTA.N _emin of N _e, the original comparison of the current engine rotational speed difference .DELTA.N _e, and updates the current engine rotational speed difference .DELTA.N _e If necessary, T in FIG. 9 _Four
The maximum value ΔN _emax and the minimum value ΔN _emin of the engine speed difference during the time are _obtained .

Next, at steps 49 and 50, the engine speed difference ΔN _e at the instant when the total time of the shift response time T ₃ and the fixed time T ₅ within the range in which the elapsed time T from the shift command does not deviate from the first half of the shift is measured. Is set to P, and in steps 51 and 52, the elapsed time T from the gearshift command is set.
There sets the engine rotational speed difference .DELTA.N _e at the instant of measuring the total time of the predetermined time T ₆ the range leading to ₃ and the shift late shift response time T to alpha.

In the following steps 53 to 58, after the elapsed time T from the shift command has become equal to or longer than the first set time T ₁ , until the timer T ₇ indicating the shift required time is set, The following processing is performed. That is, step 5
In 5,56, current engine rotational speed difference .DELTA.N _e is, whenever the discrimination between to determine whether less than the memory R for storing the minimum value of the engine rotational speed difference is smaller during the period update memory R the current engine rotational speed difference .DELTA.N _e. In steps 57 and 58, it is determined whether the current engine speed difference ΔN _e is positive and the previous engine speed difference ΔN _e (OLD) is negative, that is, the engine speed difference is negative. determining whether the positive changed from then, sets the value of the timer T at the instant that the change was in the timer T _7, it ends the measurement of the shift required-time.

At steps 57 and 58, the engine speed difference
When the speed changes from negative to positive, the shift required time timer T
₇Steps 59 and 60 are executed immediately after setting
I do. First, at step 59, M 'times before the instant
Calculation instant T_M'(See FIG. 9)
Number difference ΔN_eThe maximum value of K_maxAnd the minimum value K_minThe memory
And the calculation instant N 'times after the instant is displayed.
Time T_N’To T₇+ (N ′ × ΔT). Next
In step 34, the required shift time T₇Change from instantaneous
A fixed time T within a range that does not deviate from the second half₈Engine in front
Rotation speed difference ΔN _eIs set to β.

Next, in steps 61 to 65, the maximum value _Kmax and the minimum value K of the above-mentioned difference in the engine speed while the elapsed time T from the shift command is within the above-mentioned T _N '.
The _min, and updates the comparison of the original, current engine rotational speed difference optionally .DELTA.N _e between the current engine rotational speed difference .DELTA.N _e, the maximum value of the engine rotational speed difference in the T ₉ hours 9 _Determine K _max and minimum value K _min .

Step 26 of FIG. 3 executes the control program of FIG. 7 based on the above-described waveform recognition to determine the suitability of the shift capacity, and corresponds to shift capacity determining means. In FIG. 7, first, at step 71, it is determined whether or not the transmission operating oil temperature C is equal to or higher than a set temperature Cs. If the transmission operating oil temperature C is not equal to or higher than the set temperature Cs, the engine output torque is unstable or the operation of the automatic transmission is unstable, so that the determination of the shift capacity becomes inaccurate. Proceeding to step 78, this determination is not made. If the transmission operating oil temperature C is equal to or higher than the set temperature Cs, the appropriateness of the shift capacity is determined in steps 72 to 77 as follows.

As shown in FIGS. 10 (a), (b), (c) and (d), the shift response time T ₃ for the first half of the shift shown in FIG. engine rotational speed difference between the value P of the engine speed difference, from the shift command instant t ₀ until the elapsed instantaneous shift response time T ₃ at the instant a predetermined time T ₅ has elapsed in shifting year from the elapsed instantaneous time T ₃ ΣΔN _e ← ΣΔN _e + Q
_i , W = ΔN _emax −ΔN representing the gradient W / T ₄ of the engine speed difference near the instant of the shift response time T ₃
A fuzzy membership function relating to _emin is set in advance, and as shown in FIGS. 11 (a), (b), (c) and (d), the engine speed difference at any two instants for the second half of the shift shown in FIG. absolute value of the difference between | β-α |, any one instant shift late, for example, the engine rotational speed difference value at the instant before a predetermined time T ₈ from the elapsed instantaneous shift required-time T ₇ beta, shift response time T ₃ Instant of gear change and shift time T
₇ minimum value R of the engine rotational speed difference between the elapsed instantaneous, fuzzy about Y = K _{ma x} -K _min representing the gradient Y / T ₉ of the engine rotational speed difference in the vicinity of the course instantaneous shift required-time T ₇ Set the membership function in advance. The form of these fuzzy membership functions is determined for each engine throttle opening TH (the load condition of the prime mover) through experiments by changing the operating conditions of the automatic transmission in various ways.

In step 72 of FIG. 7, FIG.
(A), (b), (c), (d) and FIG.
Fuzzy memberships illustrated in (b), (c) and (d)
From the loop function, it seems that the shifting capacity is insufficient M₁, M_Two, M_Three,
M_FourAnd excess likelihood of shifting capacity M_Five, M₆, M₇, M
₈, And in the next step 73, each membership
The shift function seems to be insufficient in advance
Shortage reference value M_Ten, M ₂₀, M₃₀, M₄₀, And gearbox
Excess reference value M for determining that the amount seems excessive₁₁,
M_{twenty one}, M₃₁, M₄₁From (a), (b), (c),
As shown in (d), while reading,
Excess reference value M for judging as surplus₅₀, M₆₀,
M₇₀, M₈₀, And the shifting capacity seems to be insufficient
Shortage reference value M₅₁, M₆₁, M₇₁, M₈₁Figure 11
(A), (b), (c), and (d)
Put in. Note that these shortage reference values M_Ten, M₂₀, M₃₀,
M₄₀, M₅₁, M₆₁, M₇₁, M₈₁And excess reference value M₁₁,
M_{twenty one}, M₃₁, M₄₁, M₅₀, M₆₀, M₇₀, M₈₀The transmission
Open the throttle in advance as table data of hydraulic oil temperature C.
Set every degree TH, and shift based on the table data
Obtained from machine operating oil temperature C and throttle opening TH
And

In the next step 74, M₁≧ M_TenAnd
One M_Two≧ M₂₀And M_Three≧ M₃₀And M_Four≧ M₄₀so
Inertia phase first half (shifting first half)
It is checked whether or not the shifting capacity of the
Is M₁<M₁₁And M_Two<M_{twenty one}And M_Three<M₃₁
And M_Four<M₄₁Inertia Fe depends on whether
Check whether the shift capacity in the first half of the shift (first half of the shift) is excessive.
Click. In step 76, M_Five≧ M₅₀And M₆
≧ M₆₀And M₇≧ M₇₀And M₈≧ M₈₀Is
Shift in the second half of the inertia phase (late shift)
It is checked whether or not the capacity is excessive.
_Five<M₅₁And M₆<M₆₁And M ₇<M₇₁And
One M₈<M₈₁After the inertia phase depending on whether
Check if the shifting capacity in the second period (late stage) is insufficient
You. The determination results in steps 74 to 77 are all NO.
The shift capacity is insufficient M₁, M_Two, M_Three, M_Four
And excess likelihood of shifting capacity M_Five, M₆, M₇, M₈But
All are appropriate values between the under-reference value and the over-reference value
Then, the control proceeds to step 78 to determine the shift capacity.
I don't know.

If it is determined in step 74 that M ₁ ≧ M ₁₀ , M ₂ ≧ M ₂₀ , M ₃ ≧ M ₃₀ , and M ₄ ≧ M ₄₀ , in step 79, the first half of the inertia phase (speed change) The result of the determination that the shift capacity in the previous period is insufficient is output, and in step 75, M ₁ <M ₁₁ and M
₂ <in M _21, and in M ₃ <M _31, and M ₄ <When it is determined to be M _41, outputs a determination result that the transmission capacity of the inertia phase year (shift year) is excessive in step 80 I do. Also, in step 76, if M ₅ ≧ M ₅₀ ,
And M ₆ ≧ M ₆₀ , M ₇ ≧ M ₇₀ , and M ₈ ≧ M ₈₀
If determined to be in, shifting the capacity of the inertia phase late (shift late) outputs a determination result that is excessive at step 81, at M ₅ <M ₅₁ at step 77, and in M ₆ <M _61, If it is determined that M ₇ <M ₇₁ and M ₈ <M ₈₁ , a determination result is output in step 82 that the shift capacity in the second half of the inertia phase (late shift) is insufficient.

FIG. 10D shows the maximum value of the engine speed difference ΔN _emax during the fixed time T ₄ in FIG.
The difference W from the engine speed difference minimum value ΔN _emin , that is, T ₃
This is a membership function relating to the gradient of the engine speed difference near the instant of the passage of time. This gradient can be expressed by the measured time T ₄ if W is kept constant and the time T ₄ is measured. From FIG.
Membership function (d) is a matter of course that may be replaced by a membership function of time T ₄ as in FIG (e). Also FIG. 11 (d) the maximum value K _max engine rotational speed difference during a predetermined time T ₉ in FIG. 9, the engine in the difference Y, i.e. T ₇ hours passed instantaneous vicinity of the engine rotational speed difference minimum value K _min is a membership function relating to the gradient of the rotational speed difference, the slope, the constant Y, by measuring the time T ₉ to this, since it can be represented by the measured time T _9, 11
Membership function (d) is a matter of course that may be replaced by a membership function of time T ₉ as in FIG (e).

On the basis of the above shift capacity determination result, in step 27 of FIG. 3, the control program of FIG. 8 is executed to perform learning control of the oil pressure value of the line pressure to bring the shift capacity to an appropriate value. This learning control corresponds to the speed change capacity increasing / decreasing means, and when it is determined whether or not the speed change capacity has been determined in step 91 in FIG. 8, that is, without executing step 78 in FIG.
When step 79, 80, 81 or 82 is executed, the following is performed.

That is, first, at step 92, the speed change
Oil pressure set for each type (from what speed to what speed)
Accumulation corresponding to throttle opening TH based on table
Murator back pressure P_AFF, P_AFR, P_ARAnd shift first-stage hydraulic pressure
Control timing TM_F, Shift late hydraulic control timing TM_RRead
No. Here, the accumulator back pressure P_AFF, P_AFR, P _AR
Of which is P_AFFAs shown in FIG.
Indicating the accumulator back pressure_AFRIs after the first half of shifting
The accumulator back pressure during the period_ARIs the second half of the shift
Accumulator back pressure. Also shown in the figure
As shown in FIG._FIn the first half of the shift
Between the early and late stages of increasing or decreasing the accumulator back pressure
This is used to determine the boundary, and during the late-stage hydraulic control
Period TM_RIs used to adjust the back pressure of the accumulator
To determine when to start leverage adjustment
And

Next, in step 93, it is checked whether the inertia phase first half capacity is insufficient or the inertia phase first half capacity is excessive. If not, in step 94, the corresponding accumulator back pressure P _{AFF in the} early stage of the first half of the shift and the second half of the first half of the shift are determined. husband accumulator back pressure P _AFR people, with as high as [Delta] P _a, delay the corresponding shift year hydraulic control timing TM _F only .DELTA.TM, accumulator back pressure P at the initial shift year in excess if step 95
Husband accumulator back pressure P _AFR in late _AFF and shift year s, with as low as [Delta] P _A, hasten shift year hydraulic control timing TM _F only .DELTA.TM.

Next, in step 96, it is checked whether the inertia phase late capacity excess determination or the inertia phase late capacity shortage determination is made. If not, in step 97, the corresponding late-stage accumulator back pressure _PAR is increased by ΔP _A. The corresponding late shift hydraulic control timing TM _R is ΔTM
Only then quickly, over if with the shift late accumulator back pressure P _AR at step 98 as low as [Delta] P _A, slowing the shifting late hydraulic control timing TM _R only .DELTA.TM.

In step 99, the corrected values P _AFF , P
_{AFR, P AR, TM F,} TM _{when R} is determined to be within the allowable range, the corresponding addresses of the table in Step 92 in step 100 of the correction value P _AFF, P _AFR, P
_AR, TM _F, and updates the TM _R, when there is a correction value to be outside the allowable range, excluding this at step 101, memory remaining correction value to the corresponding addresses of the table.

Thus, the accumulator back pressures P _AFF , P during the next gear change at the same type and the same throttle opening TH are obtained.
_AFR, P _AR is shown by one-dot chain line to its transmission year 9, also it is modified to illustrate its shift late by a two-dot chain line. Therefore, the operating pressure of the friction element (the second speed selection pressure P _{2 in} FIG. 9) is changed from the value indicated by the solid line to the value indicated by the one-dot chain line and the two-dot chain line, and the shift capacity is controlled to an appropriate value without excess or deficiency. can do. In the case where the degree of the shift capacity excess determination becomes a certain level or more as shown by ΔP _A ′ in FIG. 9, the accumulator back pressure _PAR is greatly reduced as shown by a one-dot chain line a, and thereafter, It is also possible to return to the above-described shift capacity control as indicated by the two-dot chain line b.

In controlling the shift capacity, only the operating pressure of the corresponding friction element is directly controlled by increasing or decreasing the back pressure of an accumulator provided in the engagement pressure circuit of each friction element as in the above embodiment. Alternatively, it is also possible to increase or decrease the line pressure oil pressure value which is all the source pressures of the automatic transmission.

Further, the suitability of the shift capacity in the first half of the shift is determined.
In making the determination, steps 74 and 75 in FIG.
Instead of the equation, the following scheme can be adopted.
One of them is M₁≧ M_Ten, M_Two≧ M₂₀, M_Three≧ M₃₀, M
_Four≧ M₄₀One or two or three of
Any of the remaining is M₁<M₁₁, M_Two<M_{twenty one}, M_Three<M₃₁,
M_Four<M₄₁If not, the shifting capacity in the first half of shifting is insufficient
The result of the judgment is output.
This is to output the result of determination that the amount is excessive. The second
Is M₁× M_Two× M_Three× M_FourIs the shortage judgment reference value
Is too large, it is determined that the shifting capacity in the first half of shifting is insufficient.
Output the fixed result,₁× M_Two× M_Three× M _FourIs the excess judgment group
When the value is smaller than the reference value, the shifting capacity in the first half of shifting is excessive.
Is output.

Further, in determining whether the shift capacity is appropriate in the latter half of the shift, the following method may be employed instead of the method of steps 76 and 77 in FIG.
One is M ₅ ≧ M ₅₀ , M ₆ ≧ M ₆₀ , M ₇ ≧ M ₇₀ , M
₈ ≧ M one or two or three of the ₈₀ but satisfied, either remaining is _{M 5 <M 51, M 6} <M 61, M 7 <M 71, M
_{When 8} < _M81 , the result of the determination that the shift capacity in the latter half of the shift is excessive is output, and when the reverse is true, the result of determination that the shift capacity in the latter half of the shift is insufficient is output. In the second method, when M ₅ × M ₆ × M ₇ × M ₈ is larger than the excess determination reference value, a determination result that the shift capacity in the latter half of the shift is excessive is output, and M ₅ × M ₆ When × M ₇ × M ₈ is smaller than the shortage determination reference value, a determination result that the shift capacity in the latter half of the shift is insufficient is output.

[0094]

As described above, the shift capacity control device of the first aspect of the present invention is configured to control the engagement capacity of the friction element in accordance with the determination result based on the time change rate of the rotation speed of the prime mover. As described above with reference to FIGS. 12 and 13, when the biting of the friction element is poor or when the shelf pressure of the friction element is low, a problem such as an erroneous determination of an excessive or insufficient friction element fastening capacity is caused. Even in such a case, it is possible to accurately determine whether the frictional element engagement capacity, that is, the shift capacity, is excessive or deficient, and to accurately control the shift capacity at all times to eliminate the excess or deficiency. During the period, the above-mentioned determination of the excess or deficiency of the shift capacity and the result of the determination are performed in each of the two divided periods: the first half of the shift, which covers the start of the shift from the shift command, and the second half of the shift, which covers the end of the shift. Because was configured to perform shift capacity control brute, so that there is no constant excess shift capacity at all during shifting period can be precisely controlled.

Therefore, according to the shift capacity control device of the first invention, even when the friction element bites badly or when the shelf pressure of the friction element is low, the engagement capacity of the friction element, that is, the shift capacity is not excessively insufficient. Accurate determination is made, and the shift capacity can always be accurately controlled so as to eliminate the excess or deficiency.

[0096] In addition, according to the first invention, during the gear shift period, two
Since the above-described determination of excess or deficiency of the shift capacity and the shift capacity control based on the determination result are separately performed in the divided first half and the second half of the shift, the shift capacity is accurately controlled so that there is no excess or deficiency at all times during the shift period. can do. In addition, since the speed change capacity can be accurately controlled so that there is no excess or shortage at all times during the speed change period by dividing the speed change period into two, the above-described control can be minimized while complicating the control. A working effect can be achieved.

According to the first aspect of the present invention, when judging excess or deficiency of the shift capacity in the first half of the shift, the time change of the prime mover speed in the vicinity of the moment when the time change ratio of the prime mover speed changes from positive to negative is obtained. Since the excess or deficiency determination is performed based on the gradient of the ratio, and since the gradient satisfactorily indicates the excess or deficiency of the shift capacity in the first half of the shift, the determination accuracy can be further improved.

Further, according to the first aspect of the present invention, when determining the excess or deficiency of the shift capacity in the latter half of the shift, in particular, in the vicinity of the moment when the temporal change rate of the prime mover speed changes from negative to positive first, Since the excess / deficiency determination is performed based on the gradient of the time change ratio, and since the gradient well represents excess or deficiency of the shift capacity in the latter half of the shift, the determination accuracy can be further improved.

In the control of the shift capacity, the control is performed by increasing or decreasing the line pressure which controls the engagement of all the friction elements of the automatic transmission as in the second aspect of the present invention. Is the most practical and easy to adopt.

In the control of the shift capacity, as in the third aspect of the present invention, the control is performed by directly increasing or decreasing the operating pressure of the friction element that is to be engaged during shifting. In this case, although the control system becomes complicated, the influence on the friction element during the fastening operation can be eliminated, which is advantageous in that point.

According to a fourth aspect of the present invention, in determining the excess or deficiency of the shift capacity in the first aspect, the shift function control device according to the fourth aspect changes the membership function relating to the gradient of the time change ratio of the rotation speed of the prime mover before and after the shift. Since it is set for each of the latter stages of the shift and the excess or deficiency of the shift capacity in the first half of the shift and the second half of the shift is determined based on this membership function, it is very advantageous in that fuzzy control with a high degree of control flexibility can be performed.

According to a fifth aspect of the present invention, in the first to fourth aspects of the present invention, the shift capacity control apparatus of the first to fourth aspects covers a shift start from a shift command when determining whether the shift capacity is excessive or insufficient in the first half of the shift. This determination is made based on the shift response time between the moment when the time change rate of the prime mover speed finally changes from positive to negative within the first set time and the shift command instant. Since this determination is made based on a relatively long shift response time, the control sensitivity of the shift capacity according to the determination result decreases, and hunting of the shift capacity control in the first half of the shift can be suppressed.

In the determination according to the fifth aspect of the invention, a membership function relating to the length of the shift response time is set as in the sixth aspect of the present invention. When judging excess or deficiency of the capacity, it is very advantageous in that fuzzy control with a great flexibility in control becomes possible.

According to the seventh aspect of the present invention, in the shift capacity control apparatus according to the seventh aspect, when determining whether the shift capacity is excessive or deficient in the first half of the shift, a shift command is issued. The time change of the prime mover rotation speed from the moment when the time change ratio of the prime mover speed finally switches from positive to negative within the first set time covering the start of the shift, and the moment when a certain time elapses within the first half of the shift. Since the determination is made based on the value of the ratio, the determination is performed based on the magnitude of the time change rate of the rotation speed of the prime mover, so that the determination accuracy can be further improved.

In the determination according to the seventh aspect of the present invention, as in the eighth aspect of the present invention, a membership function relating to the value of the time change ratio of the rotation speed of the prime mover is set, and based on this membership function. When judging the excess or deficiency of the shift capacity, it is very advantageous in that fuzzy control with rich control flexibility can be performed.

According to a ninth aspect of the present invention, in the ninth aspect of the present invention, in the first aspect of the present invention, when determining whether the shift capacity is excessive or deficient in the first half of the shift, an instantaneous shift command is issued. And the total time change rate of the prime mover speed between the moment when the time change rate of the prime mover speed finally switches from positive to negative within the first set time covering the shift start from the shift command. Since the determination is made, both the shift response time and the time change ratio of the rotation speed of the prime mover can be used as determination data, and the determination accuracy can be further improved.

In the determination according to the ninth aspect of the present invention, as in the tenth aspect of the present invention, a membership function relating to the sum of the time change ratios of the rotation speed of the prime mover is set, and based on this membership function. When judging the excess or deficiency of the shift capacity, it is very advantageous in that fuzzy control with rich control flexibility can be performed.

The shift capacity control device according to the eleventh aspect of the present invention is as set forth in claim 1.
As described in 1, any one of the first to tenth inventions
In the present invention, when determining whether the shift capacity is excessive or deficient in the second half of the shift, any time between the moment when the first half of the shift is passed and the instant when the time rate of change of the rotation speed of the prime mover initially switches from negative to positive in the second half of the shift. Since the determination is made based on the absolute value of the difference in the rate of change of the rotation speed of the prime mover at the two instants, the two instants can be set at the point where the determination accuracy is the highest, and the determination accuracy can be improved. .

In the determination according to the eleventh aspect of the present invention, a fuzzy membership function relating to the absolute value of the difference of the rate of change of the rotation speed of the prime mover with time is set as in the twelfth aspect of the present invention. The determination of excess or deficiency of the shift capacity in the latter half of the shift based on the ship function is extremely advantageous in that fuzzy control with a high degree of control flexibility can be performed.

The shift capacity control apparatus according to the thirteenth aspect of the present invention is the first aspect.
As described in Item 3, any one of the first to twelfth inventions
In the present invention, when determining whether the shift capacity is excessive or deficient in the second half of the shift, any time between the moment when the first half of the shift is passed and the instant when the time rate of change of the rotation speed of the prime mover initially switches from negative to positive in the second half of the shift. Since the determination is made based on the value of the time change ratio of the prime mover rotation speed at one instant, also in this case, the one instant is set to a position where the determination accuracy is the highest, thereby improving the determination accuracy. can do.

In the determination according to the thirteenth invention, as in the fourteenth invention described in claim 14,
When a fuzzy membership function is set for the value of the time change ratio of the prime mover rotation speed at an instant, and the shift capacity is determined to be excess or deficient in the latter half of the shift based on this membership function, it is possible to perform fuzzy control with a great deal of control flexibility. In that respect, it is very advantageous.

The shift capacity control apparatus according to the fifteenth aspect of the present invention is characterized in that:
As described in Item 5, any one of the first to fourteenth inventions
In the present invention, when determining whether the shift capacity is excessive or deficient in the latter half of the shift, a first shift that covers a shift start from a shift command is performed.
The time of the prime mover rotation speed between the moment when the time change ratio of the prime mover speed finally switches from positive to negative within the set time and the second set time covering the end of the shift from the shift command has elapsed. Since the determination is made based on the minimum value of the time change rate of the prime mover speed between the moment when the change rate first switches from negative to positive, the time change of the prime mover speed is also used in this case. The determination accuracy can be improved for the reason that the minimum value of the ratio expresses the shift capacity in the latter half of the shift.

In the determination according to the fifteenth aspect, as in the sixteenth aspect, a fuzzy membership function relating to the minimum value of the time change rate of the motor speed is set, and this membership function is set. When determining whether the shift capacity is excessive or insufficient in the latter half of the shift based on
This is a great advantage in that fuzzy control with great control flexibility is enabled.

The fuzzy membership functions in the fourth, sixth, eighth, tenth, twelfth, fourteenth, and sixteenth inventions are described by the first fuzzy membership function described in claim 17
With the membership function for each load of the prime mover as in the seventh invention, each of the above-mentioned effects can be achieved under any load state of the prime mover.

[Brief description of the drawings]

FIG. 1 is a conceptual diagram showing a shift capacity control device for an automatic transmission according to the present invention.

FIG. 2 is a system diagram showing one embodiment of a shift capacity control device according to the present invention.

FIG. 3 is a flowchart of a main routine showing a shift capacity control of the automatic transmission, which is executed by a controller in the example.

FIG. 4 is a flowchart showing a first stage of a subroutine for recognizing a waveform of a time change ratio of an engine speed difference.

FIG. 5 is a flowchart showing a second stage of a subroutine for recognizing a waveform of a time change ratio of an engine speed difference.

FIG. 6 is a flowchart showing the last stage of a subroutine for recognizing a waveform of a time change ratio of an engine speed difference.

FIG. 7 is a flowchart showing a subroutine for determining whether or not a shift capacity is appropriate.

FIG. 8 is a flowchart showing a subroutine for learning control of the accumulator back pressure.

FIG. 9 is a flowchart showing a waveform recognition method of a time change ratio of an engine speed difference together with a learning control mode of an accumulator back pressure.

FIG. 10 is a diagram illustrating a fuzzy membership function used to determine the suitability of the shift capacity in the first half of the shift in the shift capacity control.

FIG. 11 is a diagram illustrating a fuzzy membership function used to determine the suitability of a shift capacity in the latter half of a shift in shifting capacity control.

FIG. 12 is a time chart showing operation waveforms of the conventional shift capacity control device in the case where the friction element biting is poor.

FIG. 13 is a time chart showing operation waveforms of the conventional shift capacity control device when the operating pressure of the friction element is low.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 Engine 2 Automatic transmission 3 Torque converter 5 Control valve 6 Shift solenoid 7 Shift solenoid 8 Lock-up solenoid 9 Controller 10 Throttle opening sensor 11 Vehicle speed sensor 12 Oil temperature sensor 13 Engine rotation sensor (motor rotation speed detection means)

──────────────────────────────────────────────────続 き Continued on the front page (58) Field surveyed (Int.Cl. ⁷ , DB name) F16H 61/04 F16H 59:04 F16H 59:36

Claims (17)

(57) [Claims] An engaging speed is determined by selectively engaging a plurality of friction elements. Power from a motor is shifted at a gear ratio corresponding to the engaging speed and output, and the engagement of the friction elements is performed. In an automatic transmission configured to perform switching to another shift speed by switching, a motor rotation speed detection unit that detects a rotation speed of the motor, a shift command detection unit that detects a shift speed switching command, Means for calculating a time rate of change of the engine speed after a shift command is detected in response to a signal from the means; The shift is divided into a first half of the shift to cover the start and a second half of the shift to cover the end of the shift from the end of the first half of the shift, and it is determined whether the shift capacity is excessive or insufficient in each of the first half of the shift and the second half of the shift. In the case of the first half of the speed change, the shift capacity is likely to be insufficient as the gradient of the time change ratio of the motor speed near the instant when the time change ratio of the motor speed changes from positive to negative is smaller. It is determined that the shift capacity is excessive as the gradient becomes steeper, and in the latter period of the shift, the speed of the prime mover near the instant when the time change ratio of the rotational speed of the prime mover changes from negative to positive is determined. A shift capacity determining means for determining that the shift capacity is slightly insufficient as the gradient of the time change ratio of the gear is smaller, and determining that the shift capacity is excessive as the gradient is steeper; A shift capacity control device for an automatic transmission, comprising: a shift capacity adjusting means for controlling an engagement capacity in each of the first half of the shift and the second half of the shift so that excess or deficiency of the shift capacity is eliminated. . 2. The automatic transmission according to claim 1, wherein the engagement capacity of the friction element is controlled by adjusting a line pressure for controlling engagement of all friction elements of the automatic transmission. Transmission capacity control device. 3. The shift capacity control of an automatic transmission according to claim 1, wherein the engagement capacity of the friction element is controlled by directly increasing or decreasing an operating pressure for controlling engagement of the friction element. apparatus. 4. A fuzzy membership function according to any one of claims 1 to 3, wherein a fuzzy membership function relating to a gradient of a temporal change rate of the rotation speed of the prime mover is set for each of the first half of the shift and the second half of the shift. A shift capacity control device for an automatic transmission, characterized in that it is configured to determine whether the shift capacity is excessive or insufficient in a first half of a shift and a second half of a shift. 5. The motor drive speed according to claim 1, wherein the determination of excess or deficiency of the shift capacity in the first half of the shift is performed within a first set time covering a shift start from the shift command. A shift capacity control device for an automatic transmission, characterized in that the shift change control is performed based on a shift response time between the instant when the time change ratio of the time changes from positive to negative and the instant of the shift command. 6. The automatic transmission according to claim 5, wherein a fuzzy membership function of the shift response time is set, and an excess or deficiency of the shift capacity in the first half of the shift is determined based on the membership function. Gear shifting capacity control device. 7. The motor rotation speed according to claim 1, wherein the determination of excess or deficiency of the shift capacity in the first half of the shift is performed within a first set time covering a shift start from the shift command. The automatic transmission is characterized in that the change is performed based on the value of the time change ratio of the prime mover rotation speed from the moment when the time change ratio of the motor changes from positive to negative to the moment when a certain period of time elapses in the previous period of the shift. Transmission capacity control device. 8. A fuzzy membership function according to claim 7, wherein a fuzzy membership function relating to a value of a time change ratio of the prime mover speed is set, and an excess or deficiency of a shift capacity in a first half of a shift is determined based on the membership function. A shift capacity control device for an automatic transmission, comprising: 9. The method according to claim 1, wherein the determination of excess or deficiency of the shift capacity in the first half of the shift is performed based on a first shift command covering a shift command instant and a shift start from the shift command.
An automatic transmission, wherein the automatic speed change is performed by a total of a time change ratio of the prime mover speed between a moment when the temporal change ratio of the prime mover speed changes from positive to negative within a set time. Gear shifting capacity control device. 10. A system according to claim 9, wherein a fuzzy membership function relating to a total of a time change ratio of the prime mover speed is set, and an excess or deficiency of a shift capacity in a first half of a shift is determined based on the membership function. A shift capacity control device for an automatic transmission, comprising: 11. The method according to claim 1, wherein the determination of excess or deficiency of the shift capacity in the latter half of the shift is performed.
Absolute difference between the time change rate of the prime mover speed at any two instants between the elapsed time in the first half of the gear shift and the moment when the time change rate of the prime mover speed is first switched from negative to positive in the latter half of the shift. A shift capacity control device for an automatic transmission, wherein the shift capacity control device is configured to perform the control based on a value. 12. A fuzzy membership function according to claim 11, wherein a fuzzy membership function relating to an absolute value of a difference in a time change ratio of the prime mover speed is set, and an excess or deficiency of a shift capacity in a latter half of a shift is determined based on the membership function. A shift capacity control device for an automatic transmission, comprising: 13. The control system according to claim 1, wherein the determination of excess or deficiency of the shift capacity in the latter half of the shift is made by first determining that the time change ratio of the prime mover rotational speed in the latter half of the shift and the second half of the shift is negative. A shift capacity control device for an automatic transmission, characterized in that the change is performed based on a value of a time change ratio of the rotation speed of the prime mover at any one instant between the instant when the speed changes to a positive value. 14. A fuzzy membership function according to claim 13, wherein a fuzzy membership function relating to a value of a time change ratio of the prime mover rotation speed at any one instant is set, and whether the shift capacity is excessive or deficient in the latter half of the shift is determined based on the membership function. A shift capacity control device for an automatic transmission, wherein the shift capacity control device is configured to perform the shift operation. 15. The method according to claim 1, wherein the determination of excess or deficiency of the shift capacity in the latter half of the shift is performed by finally determining the rotational speed of the prime mover within a first set time covering a shift start from the shift command. The time change rate of the prime mover speed is first changed from negative to positive between the instant when the time change rate switches from positive to negative and the time until the second set time covering the shift end from the shift command elapses. A shift capacity control device for an automatic transmission, wherein the shift is performed based on a minimum value of a time change ratio of the rotation speed of the prime mover between the instant and the instant when the speed is changed. 16. A fuzzy membership function according to claim 15, wherein a fuzzy membership function relating to a minimum value of a time rate of change of the rotation speed of the prime mover is set, and an excess or deficiency of a shift capacity in a second half of a shift is determined based on the membership function. A shift capacity control device for an automatic transmission, comprising: 17. The method of claim 4, 6, 8, 10, 12, 1.
17. The shift capacity control device for an automatic transmission according to claim 4, wherein the fuzzy membership function is a membership function for each load of the prime mover.