JP3519030B2 - Automatic transmission control device - Google Patents

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an automatic transmission control device, and more particularly to an automatic transmission control device intended to reduce shift shock.

[0002]

2. Description of the Related Art In calculating a frictional engagement element calculated in the control of an automatic transmission, that is, an amount of hydraulic pressure to be supplied to a clutch, the operation is conventionally performed as described in Japanese Patent Laid-Open No. 151221/1995. In view of the fact that the friction coefficient (so-called clutch μ) of the clutch changes depending on the temperature of the oil (ATF), in other words, the viscosity, the oil pressure is corrected according to the friction coefficient to properly set the amount of oil pressure to be supplied to the clutch. It is intended to determine and thus reduce shift shock.

[0003]

However, since the friction coefficient of the clutch changes not only with the viscosity of the hydraulic oil but also with the differential rotation of the clutch, etc., the friction coefficient of the clutch also takes into consideration the differential rotation of the clutch. It is desirable to ask.

Therefore, the object of the present invention is to solve the above-mentioned problems, to accurately calculate the friction coefficient in consideration of the friction engagement element, that is, the differential rotation of the clutch, and to supply using the calculated friction coefficient. An object of the present invention is to provide a control device for an automatic transmission that appropriately determines the amount of hydraulic pressure to be used, thereby effectively reducing shift shock and adapting well to the sensitivity of the occupant.

[0005]

In order to solve the above-mentioned problems, the present invention according to claim 1 sets the output of an internal combustion engine mounted on a vehicle in advance according to the vehicle speed and the throttle opening. In a control device for an automatic transmission that shifts gears through frictional engagement elements and transmits them to drive wheels according to the changed gear shifting characteristics, input shaft rotation speed detecting means for detecting an input shaft rotation speed input to the automatic transmission, Output shaft rotational speed detecting means for detecting an output shaft rotational speed output from the automatic transmission, hydraulic oil temperature detecting means for detecting a hydraulic oil temperature of the automatic transmission, and a predetermined characteristic from the detected hydraulic oil temperature. Hydraulic oil viscosity calculating means for calculating the viscosity of hydraulic oil of the automatic transmission according to
State value calculation means for calculating a state value of the friction engagement element from at least the calculated viscosity of the hydraulic oil and the detected input shaft rotational speed and output shaft rotational speed, and a predetermined characteristic from the calculated state value said friction coefficient calculating means for calculating the friction coefficient of the frictional engagement elements, the output torque calculating means for calculating an output torque of said frictional engagement elements necessary to realize the speed change, the calculated output torque in accordance with, Predetermined
The frictional engagement element pushing force is divided by the product of the coefficient of
Frictional engagement element pressing force calculating means for calculating,
The centrifugal force acting on the friction engagement element from the friction engagement element pushing force
Subtract hydraulic pressure and add return spring force
Then, divide the obtained value by the pressure receiving area of the friction engagement element.
And a hydraulic pressure control circuit for supplying hydraulic pressure to the friction engagement element based on the calculated hydraulic pressure amount. .

A state value of the friction engagement element is calculated from at least the calculated viscosity of the hydraulic oil and the detected input shaft rotation speed and output shaft rotation speed (differential rotation), and then the friction engagement element according to a predetermined characteristic is calculated. Since the friction coefficient is calculated and the hydraulic pressure amount to be supplied to the friction engagement element is calculated using the calculated friction coefficient, it is possible to appropriately determine the hydraulic pressure amount to be supplied to the friction engagement element. Therefore, the shift shock can be effectively reduced and the occupant's sensitivity can be well adapted.

[0007]

Further , the calculated output torque is set to a predetermined value.
Calculate the frictional engagement element pressing force by dividing by the product of number and friction coefficient
The frictional engagement element pressing force acts on the frictional engagement element.
The centrifugal oil pressure is subtracted, and the return spring force is
Then, the value obtained is added to the pressure receiving area of the friction engagement element.
Divide and calculate the amount of hydraulic pressure to be supplied to the friction engagement element
With this configuration, it is possible to more appropriately determine the amount of hydraulic pressure to be supplied to the friction engagement element, and thus it is possible to more effectively reduce the shift shock and adapt it to the occupant's sensitivity.

According to a second aspect of the present invention, the hydraulic pressure amount calculating means is configured to calculate the centrifugal oil pressure according to the input shaft rotation speed.

As a result, the amount of hydraulic pressure to be supplied to the frictional engagement element can be determined more appropriately, so that the shift shock can be more effectively reduced and the occupant's sensation can be well adapted.

According to a third aspect of the present invention, the state value calculating means is configured to calculate the state value such that it is large when the hydraulic oil temperature is relatively low and small when the hydraulic oil temperature is high.

Thus, the amount of hydraulic pressure to be supplied to the frictional engagement element can be determined more appropriately, and thus the shift shock can be more effectively reduced and the occupant's sensation can be well adapted.

According to a fourth aspect of the present invention, an automatic transmission is provided in which the output of an internal combustion engine mounted on a vehicle is changed in speed via frictional engagement elements according to a speed change characteristic preset according to an operating state and is transmitted to a drive wheel. In a control device for a transmission, an input shaft rotational speed detecting means for detecting an input shaft rotational speed input to the automatic transmission, and an output shaft rotational speed detecting means for detecting an output shaft rotational speed output from the automatic transmission. A hydraulic oil temperature detecting means for detecting a hydraulic oil temperature of the automatic transmission; a hydraulic oil viscosity calculating means for calculating a viscosity of the hydraulic oil of the automatic transmission according to a predetermined characteristic from the detected hydraulic oil temperature; Output torque calculation means for calculating the output torque of the friction engagement element necessary to realize the above, clutch disk surface pressure calculation means for calculating the clutch disk surface pressure from the output torque of the friction engagement element, Also, a state value calculation means for calculating a state value of the friction engagement element from the calculated viscosity of the hydraulic oil, the calculated clutch disc surface pressure, and the detected input shaft speed and output shaft speed, Friction coefficient calculating means for calculating a friction coefficient of the friction engagement element according to a predetermined characteristic from the calculated state value, the calculated output torque
The friction coefficient is divided by the product of a predetermined coefficient and the friction coefficient.
Frictional engagement element pressing force calculating means for calculating the combined element pressing force,
The calculated frictional engagement element pressing force is applied to the frictional engagement element.
Decrease the centrifugal oil pressure to be used and return spring
The friction force is added to the friction engagement element
An oil pressure amount calculating means for calculating an oil pressure amount to be supplied to the friction engagement element by dividing by an area, and a hydraulic control circuit for supplying an oil pressure to the friction engagement element based on the calculated oil pressure amount. Configured as

A state value of the friction engagement element is calculated from at least the calculated viscosity of the hydraulic oil, the calculated clutch disk surface pressure, and the detected input shaft rotational speed and output shaft rotational speed (differential rotation). The friction coefficient of the friction engagement element is calculated according to a predetermined characteristic, and the hydraulic pressure amount to be supplied to the friction engagement element is calculated using the calculated friction coefficient. It is possible to appropriately determine the amount of hydraulic pressure to be used, and thus it is possible to more effectively reduce the shift shock and adapt it to the occupant's sensitivity.

[0015] In claim 5, wherein, the clutch disk surface pressure calculating means to calculate on the basis of the output torque and the friction coefficient the calculated, the coefficient of friction previous fixed value or the calculated friction coefficient Configured to use values.

As a result, the clutch disc surface pressure can be determined more appropriately, and thus the shift shock can be more effectively reduced and the occupant's sensitivity can be well adapted.

[0017]

BEST MODE FOR CARRYING OUT THE INVENTION A control device for an automatic transmission according to an embodiment of the present invention will be described below with reference to the accompanying drawings.

FIG. 1 is a schematic view showing the apparatus as a whole.

In the following, the symbol T indicates an automatic transmission (hereinafter referred to as "transmission"). The transmission T is mounted on a vehicle (not shown), and is composed of a parallel shaft type stepped automatic transmission having five forward speeds and one reverse speed.

The transmission T includes a main shaft (input shaft) MS connected to a crankshaft 10 of an internal combustion engine (hereinafter referred to as "engine") E via a torque converter 12 having a lockup mechanism L, and the main shaft MS. And a counter shaft (output shaft) CS connected to each other via a plurality of gear trains.

A main first speed gear 14, a main second speed gear 16, a main third speed gear 18, a main fourth speed gear 20, a main fifth speed gear 22, and a main reverse gear 24 are supported on the main shaft MS.

The counter shaft CS has a counter first speed gear 28 which meshes with the main first speed gear 14, a counter second speed gear 30 which meshes with the main second speed gear 16, and a counter third speed which meshes with the main third speed gear 18. A gear 32, a counter fourth speed gear 34 that meshes with the main fourth speed gear 20, a counter fifth speed gear 36 that meshes with the main fifth speed gear 22, and a counter reverse gear that is connected to the main reverse gear 24 via a reverse idle gear 40. 42 is supported.

In the above description, when the main first speed gear 14 rotatably supported on the main shaft MS is connected to the main shaft MS by the first speed hydraulic clutch C1, the first speed (gear, gear stage) is established.

When the main second speed gear 16 rotatably supported on the main shaft MS is connected to the main shaft MS by the second speed hydraulic clutch C2, the second speed (gear, gear stage) is established. When the counter third speed gear 32 rotatably supported by the counter shaft CS is connected to the counter shaft CS by the third speed hydraulic clutch C3, the third speed (gear, gear stage) is established.

With the counter fourth speed gear 34 rotatably supported on the counter shaft CS coupled to the counter shaft CS by the selector gear SG, the main fourth speed gear 20 rotatably supported on the main shaft MS is rotated to four. When the hydraulic clutch C4R for speed-reverse is connected to the main shaft MS, the fourth speed (gear, gear stage) is established.

Further, when the counter fifth speed gear 36 rotatably supported on the counter shaft CS is connected to the counter shaft CS by the fifth speed hydraulic clutch C5, the fifth speed (gear, gear stage) is established.

Further, in a state in which the counter reverse gear 42 rotatably supported on the counter shaft CS is coupled to the counter shaft CS by the selector gear SG, the main reverse gear 24 rotatably supported on the main shaft MS is set to four. Speed-reverse hydraulic clutch C4R
When connected to the main shaft MS at, the reverse speed is established.

The rotation of the counter shaft CS is performed by the final drive gear 46 and the final driven gear 48.
Is transmitted to the differential D via the drive shafts 50, 50, and is then transmitted to the drive wheels W, W of the vehicle (not shown) on which the internal combustion engine E and the transmission T are mounted.

A shift lever 54 is provided near the floor of the vehicle driver's seat (not shown), and the shift lever 54 is operated by the driver.
Any of the seed ranges P, R, N, D5, D4, D3, 2, 1 is selected.

A throttle opening sensor 56 is provided near a throttle valve (not shown) arranged in the intake passage (not shown) of the engine E, and outputs a signal indicating the throttle opening TH. Also final driven gear 48
A vehicle speed sensor 58 is provided in the vicinity of, and outputs a signal indicating the vehicle speed V every time the final driven gear 48 makes one revolution.

Further, a crank angle sensor 60 is provided near the camshaft (not shown), and a CYL signal is output at a predetermined crank angle of a specific cylinder, a TDC signal is output at a predetermined crank angle of each cylinder, and a predetermined crank angle is output. A CRK signal is output for each subdivided crank angle (for example, 15 degrees). An absolute pressure sensor 62 is provided in the intake passage of the engine E downstream of the position where the throttle valve is arranged, and outputs a signal indicating the absolute pressure in the intake pipe (engine load) PBA.

The first shaft is located near the main shaft MS.
Is provided, outputs a signal each time the main shaft MS makes one revolution, and a second rotation speed sensor 66 is provided near the counter shaft CS.
A signal is output every time the counter shaft CS makes one revolution.

Further, a shift lever position sensor 68 is provided near the shift lever 54 mounted near the driver's seat of the vehicle, and the above-mentioned eight types of positions (ranges) are provided.
, A signal indicating the position selected by the driver is output.

Further, a temperature sensor 70 is provided at an appropriate position in the transmission T or in the vicinity thereof, and an oil temperature (Automatic Transmission Fluid temperature. Hydraulic oil temperature) T
In addition to outputting a signal proportional to ATF, a brake switch 72 is provided near a brake pedal (not shown), and when the driver depresses the brake pedal, O
Output N signal.

The outputs of these sensors 56 and the like are output from the ECU.
(Electronic control unit) 80.

The ECU 80 includes a CPU 82, a ROM 84,
It is composed of a microcomputer including a RAM 86, an input circuit 88, and an output circuit 90. The microcomputer includes an A / D converter 92.

The outputs of the above-described sensor 56 and the like are input into the microcomputer through the input circuit 88, the analog output is converted into a digital value through the A / D converter 92, and the digital output is waveform-shaped. It is processed through a processing circuit (not shown) such as a circuit and stored in the RAM 86.

The output of the vehicle speed sensor 58 and the CRK signal output of the crank angle sensor 60 are counted by a counter (not shown), and the vehicle speed V and the engine speed NE are counted.
Is detected. The outputs of the first rotation speed sensor 64 and the second rotation speed sensor 66 are also counted, and the input shaft rotation speed NM and the output shaft rotation speed NC of the transmission are detected.

CPU 82 in the microcomputer
Determines a destination stage or a target stage (gear ratio), and shift solenoids SL1 to SL5 arranged in the hydraulic control circuit O via an output circuit 90 and a voltage supply circuit (not shown).
Is energized / de-energized to control the switching of each clutch, and the linear solenoids SL6 to SL8 are energized / de-energized.
De-excitation to lockup mechanism L of torque converter 12
And the hydraulic pressure of each clutch are controlled.

Next, the operation of the control device for the automatic transmission according to the present invention will be described.

FIG. 2 is a flow chart showing the operation. The illustrated program is executed, for example, every 10 msec.

Explaining below, a known shift map (shift scheduling map, not shown) is searched from the vehicle speed V and throttle opening TH detected in S10, and the process proceeds to S12 to set the searched value to the destination stage (gear stage). It is rewritten as SH, and the process proceeds to S14, where the currently engaged current gear (gear) is detected and rewritten as GA, and the target gear SH
Is rewritten as the preceding GB.

Next, in S16, the shift mode QATN
Search for UM. The gear change mode QATNUM is specifically 11h (upshift from 1st gear to 2nd gear), 12h
(Upshift from 2nd speed to 3rd speed), 21h (downshift from 2nd speed to 1st speed), 31h (1st speed hold (hold)), etc. That is, if the first number is 1, upshift is indicated, if it is 2, downshift is indicated, and if it is 3, hold is indicated. In the following description, the shift mode QATNUM may be marked as 1 * h or the like, but in that case, * means to determine whether it is an upshift or not, regardless of the number.

Next, in S18, when it is determined that gear shifting is necessary in the processing of S10 and thereafter, R indicating the control timing is shown.
The value SFTMON on AM is initialized to 0, and the process proceeds to S20 to execute shift control. As is clear from the above description, if the shift mode QATNUM is 3, the current gear (gear) is held and shift control is not executed.

In the following description, from the first speed (gear) to the second speed
Take upshifting to speed as an example. That is, the current gear GA is set to the first speed (gear) and the destination gear GB is set to the second speed (gear).

FIG. 3 is a flow chart generally showing the shift control, more specifically, the upshift control.

This will be described below with reference to the time chart of FIG. 4 showing the control timing of FIG. 3 as well. To be more specific, in S100, it is judged whether or not the bit of the value SFTMON is 0. Since this value has been initialized to 0 in S18 of the flow chart of FIG. 2, the determination in S100 is affirmative, and the process proceeds to S102, in which all values such as a target clutch torque described later are initialized (initialized) to 0, In step S104, SFTMON is set to 10h.

Next, the routine proceeds to S106, where the gear change preparation start time is present in the time chart of FIG. 4, so the target clutch torque (hereinafter referred to as "TQON") of the clutch C2 for realizing the second gear which is the destination stage is set to 0. , S1
The target clutch torque of the clutch C1 (hereinafter, referred to as "TQOF") for realizing the first gear, which is the current gear, is advanced to 08.
Is set (calculated) to a predetermined OFF shelf torque, more specifically, a torque amount required to hold the engine torque.
In this embodiment, a flat portion in the target clutch torque and hydraulic pressure amount on the disengagement (OFF or OFF) side is called a shelf.

FIG. 5 is a subroutine flow chart showing the OFF rack torque calculation processing.

In the following, the value obtained by adding the margin addition torque value #dTQUTRF to the engine torque (estimated input torque, which will be described later) TTAP in S200 is the rack torque (O).
FF side target clutch torque TQOF).

In the flow chart of FIG.
Proceeding to 110, the ON preparation pressure (clutch oil pressure amount) of the clutch C2 that realizes the destination stage on the engagement (ON) side.
Hereinafter, "QATON") is calculated (set). This is a work equivalent to so-called invalid stroke reduction.

FIG. 6 is a subroutine flow chart showing the work.

Before entering the description of the drawing, the preparation pressure calculation (pressure equivalent to invalid stroke reduction) according to this embodiment will be outlined. The clutch (second speed clutch C2 in the example).
The optimum supply hydraulic pressure and filling time for filling the ineffective stroke of the clutch are determined based on the rotation speed and the ATF oil temperature.

The filling time is the operation amount (supply hydraulic pressure), the clutch rotation speed, the ATF oil temperature, the gear shift interval (the time from when the operation amount to a certain clutch is zero until the operation amount is given to the clutch again), the clutch Position (height from drain-side reservoir oil surface when draining oil, distance to drain-type reservoir, etc.), supply / discharge oil path route (length), number of shift valves, shift solenoid (actuator) SL
n characteristics and mechanical variation of clutch (volume,
Spring characteristics, etc.) and other factors.

Therefore, in this embodiment, among these fluctuation factors, the position of the clutch, the path (length) of the supply / discharge oil passage, and the number of passages of the shift valve are obtained in advance for each clutch and stored. At the same time, the characteristics of the linear solenoid, mechanical variations of the clutch, etc. are compensated for by the entire shift control system.

Explaining below, it is advantageous that the time required to complete the preparation (preparation completion time) can be shortened as the operation amount QATON increases, but on the other hand, as shown in FIG.
As shown in FIG. 8, the variation width increases and the control accuracy decreases. Therefore, as in the case of the gear shift interval, the operation amount for achieving both control accuracy and responsiveness with a small variation width as shown by symbol A in FIG. Set in search.

The clutch rotation speed (input shaft rotation speed NM) and A
By measuring the preparation end time as shown in FIG. 9 while changing the TF oil temperature, the data required for each clutch can be collected.

Based on the data collected as described above, the internal oil amount (ATF amount or hydraulic oil amount) is estimated as follows for the shift interval, and the above-mentioned preparation end time is corrected.

The data collection will be described below. First, as shown in FIG. 10, the preparation end time for data collection (hereinafter referred to as "T") is measured while changing the shift interval Xn.

The relationship between Xn and T is graphed as shown in FIG. 11, and as shown in FIG. 12, T is normalized with respect to Xn between 0 (internal oil empty) and 1 (internal oil filled).
Next, as shown in FIG. 13, the oil reduction amount (reduction speed) with respect to the shift interval Xn is calculated, and as shown in FIG. 14, the oil reduction amount (reduction speed) dO with respect to the oil amount.
Convert to IL.

That is, the value of FIG. 13 for the internal oil amount is retrieved at regular intervals from the time when the operation amount is set to zero, and the amount of inclination is subtracted from the internal oil amount, and the operation amount is set to zero for a long time. At this time, the amount of internal oil becomes zero.

Next, as shown in FIG. 15, by mapping the oil amount (oil remaining amount) and the oil reduction amount with respect to the input shaft speed NM with respect to the ATF oil temperature TATF,
As shown in FIG. 16, it is possible to grasp the change in the oil amount with respect to the change in the input shaft rotation speed NM.

That is, as indicated by the symbol B in FIG. 17, when only the oil amount for the speed change interval Xn is stored, it progresses discontinuously (or returns) in the time axis direction, so that the change in the rotational speed is extremely followed. Since it is difficult to grasp the change in the oil amount with respect to the change in the input shaft rotation speed, it is possible to grasp the change due to the configuration as described above.

Therefore, when the manipulated variable is given, the preparation end time T when the internal oil is empty is stored, the internal oil amount OILn is calculated from the oil reduction amount dOIL, and the actual preparation end time (control Time. Below "T
1 ”) can be determined (corrected).

Based on the above, the ON preparatory pressure calculation process will be described with reference to FIG.

First, in S300, SFTMON becomes 10
Judge whether h or not. Since SFTMON is set to 10h in S104 of the flow chart of FIG. 3, the determination is affirmative, the process proceeds to S302, the value of SFTMON is rewritten to 11h, the process proceeds to S304, and the ON side clutch (the second speed clutch C2 in the example). The preparation pressure QDB1A and the above-mentioned (actual) preparation end time T1 are searched.

The flow chart of FIG. 18 is a subroutine flow chart showing the processing.

Explaining below, in S400, the map is searched for the preparation end time T1 from the detected input shaft rotational speed NM and ATF oil temperature TATF, and the process proceeds to S402. Similarly, the detected input shaft rotational speed NM and ATF oil are detected. The map is searched for the preparation pressure QDB1A from the temperature TATF, and the process proceeds to S404 to estimate the remaining oil amount OILn. Oil remaining OI
In Ln, n is a value from 1 to 5 and indicates the clutch oil remaining amount corresponding to each of the first speed clutch C1 to the fifth speed clutch C5.

FIG. 19 is a subroutine flow chart showing the estimation processing of the remaining oil amount OILn. still,
This process is performed for each clutch. In the following, for simplification of description, the second speed clutch C2 for the destination stage of this example will be described as an example, but the same applies to other clutches.

Explaining below, in S500, it is determined whether the value of the timer tmST (down counter) is 0 or not.
This timer is set to 0 in S102 of the flow chart of FIG. 3 when gear shifting is not in progress, in other words, when SFTMON = 0 in the time chart of FIG.

When the result in S500 is affirmative, the program proceeds to S502, in which it is determined whether or not the destination gear (gear) GB is the second speed. If the result is affirmative, it means that the second speed clutch C2 is in the on state (engaged) because the gear change is not in progress, and therefore the routine proceeds to S504, where the remaining oil amount O
IL2 (oil remaining amount of the second speed clutch C2) is set to 1.
That is, it is estimated that the second speed clutch C2 is filled with oil.

When the result in S502 is NO, the program proceeds to S506, in which the remaining oil amount OIL2 of the second speed clutch C2 is a predetermined value #.
It is determined whether it is smaller than OILMIN, and when the result is affirmative, the process proceeds to S508, and the remaining oil amount (previous value) is 0, that is,
It is estimated that the second speed clutch C2 has no oil and is empty.

On the other hand, when the result in S506 is negative, S51
0, the detected input shaft speed NM and remaining oil amount O
The oil reduction amount dOIL2 is obtained by searching the corresponding map from the maps set separately from IL2 according to the ATF oil temperature TATF and the clutch discharge oil path route.

Next, in S512, the oil reduction amount d
The remaining oil amount OIL2 is corrected by subtracting only OIL2.

On the other hand, when the result in S500 is NO, it is determined that gear shifting is in progress, and the process proceeds to S514, in which it is determined whether the target gear GB is the second speed. When the result in S514 is affirmative, the process proceeds to S516,
Current gear GA is in 2nd speed and operation amount (supply hydraulic pressure) QATO
It is determined whether or not F is equal to or greater than the predetermined value # QDB1MIN, and when the result is affirmative, the process proceeds to S518, and the remaining oil amount OIL2 is set to 1.

On the other hand, when the result in S516 is negative, S52
0, the remaining oil amount OIL2 is a predetermined value #OILMIN
If yes, proceed to S522,
The remaining oil amount OIL2 is set to 0. When the result in S520 is negative, the program proceeds to S524, where the map is searched for the oil reduction amount dOIL2 as in the case of S510, and the process proceeds to S526 where the remaining oil amount OIL2 is subtracted and corrected as in S512.

When the result in S514 is NO, the program proceeds to S528, in which the shift mode QATNUM is 1 * h and the value of the timer tUPA1 (value corresponding to the preparation end time) is not 0, that is, whether the upshift is being prepared. If yes, the process proceeds to S530, and the remaining oil amount OIL2 is set to the value tU.
The remaining oil amount is added and corrected by the value obtained by dividing by PA1.

When the result in S528 is NO, the program proceeds to S532, in which the shift mode QATNUM is 2 * h and the timer t
It is determined whether the value of KPAJ is not 0, that is, whether or not the downshift is being prepared. When the result is affirmative, the process proceeds to S534, and the remaining oil amount is added only by the value obtained by dividing the remaining oil amount OIL2 by the value tKPAJ. to correct. When the result in S532 is negative, the program proceeds to S536, in which the remaining oil amount OIL2 is set to 1.

Returning to the explanation of the flow chart of FIG.
Next, in S406, the oil remaining amount OILn thus obtained is multiplied by the preparation end time T1 to prepare for the preparation end time T1.
To correct.

Returning to the explanation of the flow chart of FIG. 6, the process proceeds to S306, and the preparation end time T1 thus obtained is set in the timer tUPA1 (down counter) to start time measurement.

Next, in S308, the ON preparation pressure QDB1A thus obtained is set as the clutch oil pressure amount QATON.
This also applies when the result in S300 is negative.

With this configuration, it is possible to obtain an operation amount and a control time with a small variation width according to the rising of the clutch and an appropriate response. Also, for continuous shifts, it is possible to realize appropriate control by estimating and correcting the internal oil amount (oil remaining amount).

Returning to the explanation of the flow chart of FIG. 3, the program proceeds to S112, in which the OFF shelf pressure is calculated.

FIG. 20 is a subroutine flow chart showing the processing.

Explaining below, OFF in S600
The shelf pressure (lower limit pressure) TQOF is appropriately calculated, and the OFF shelf pressure calculated in S602 is used as the clutch hydraulic pressure amount QATOF.

Returning to the explanation of the flow chart of FIG. 3, the determination of S100 in the next program loop is denied because it was set to 11h in S110 in the previous program loop, and therefore the process proceeds to S114 and SFTM
It is determined whether ON is 10h or 11h (shown in FIG. 4).

If the result in S114 is affirmative, the program proceeds to S116.
It is determined whether or not the value of the timer tUPA1 indicating the preparation end time T1 described above has reached 0. When the result is negative, it is determined that the timer has not elapsed, and the process proceeds to S106.
Proceed to 18 and rewrite SFTMON to 20h.

Next, in S120, the torque phase is turned ON / O.
FF torque is calculated.

FIG. 21 is a subroutine flow chart showing the processing.

Before going into the explanation of the figure, the processing will be outlined. In this embodiment, in the ON-side clutch, with respect to the rising after the preparation is completed, the follow-up time with respect to the hydraulic pressure height and the rising characteristics of the torque. ECU8
It is decided from the data held inside 0.

As a result, the ECU 80 can recognize at what point in time the ON-side clutch starts to have torque, and from the recognized ON-side clutch torque and estimated input torque (engine torque), it is necessary for the OFF-side clutch. The hydraulic pressure can be calculated. That is, in this process, the value on the OFF side is determined so as to balance with the input on the ON side.

Explaining below, in the upshift,
The hydraulic pressure in the inertia phase is set from the viewpoint of reducing shift shock. In FIG. 22, when the reference target operation amount is X, in order to make the actual clutch (hydraulic) pressure reach the reference target operation amount X in the set target time Y, the transitional operation amount is determined as follows. .

That is, in the ROM 84 of the ECU 80, FIG.
As shown in, the follow-up time (time from the start of the torque to the hydraulic pressure reaching the command value) B when a constant (hydraulic) pressure (operation amount A) is output is obtained through an experiment, and the slope K (= A / B). The manipulated variable A is a plurality of values determined from the manipulated variables actually used for control, and is held as map data (first data) X1 (n) for the input shaft speed NM and the ATF oil temperature. .

Further, as shown in FIG. 24, K is similarly used as map data () to show the response characteristic of the manipulated variable A which realizes the inclination, that is, the actual hydraulic pressure which is reached at a certain time when it is output. It is held as the second data).

Then, the ratio of X and Y (= X / Y) is obtained, and the ratio (hereinafter referred to as "KX") is set as a target value.
As shown in FIG. 5A, it is compared with K (second data indicating the response characteristic of A). As a result, if K> KX, the internal data is larger, that is, the reference target manipulated variable X can be reached in the target time Y. Therefore, FIG.
The slope (determined value) KZ to be executed is set to the target value K as shown in
Let be X.

On the other hand, if K <KX, the target inclination is larger, that is, it is impossible to reach the reference target manipulated variable X in the target time Y. As described above, the execution time is extended to Y1 and the inclination KZ to be executed is set as the map data K.

Then, the manipulated variable A is determined from the map data (second data) as shown in FIG. That is, the map data is searched with the determined inclination KZ, and the operation amount X1
Calculate (n). When K <KX, reference target manipulated variable X
Is not required to be output during the target time, so X1 <X
Becomes When K> KX, X and X1 are basically close to each other.

With respect to the target time, the execution time Y1 is Y1 =
It becomes X / KZ. When KZ = KX, Y = Y1,
When KZ <KX, as shown in FIG. 25 (c), Y1 =
(X / KZ)> Y. This means that the execution time is automatically extended when the target time cannot be realized based on the eigenvalue of the mechanical system in the setting data.

When KZ> KX, as shown in FIG. 25 (b), when X1 is output as a transient intermediate pressure (manipulation amount) in order to reach the hydraulic pressure exactly at the target time, X1 is output. The time Y1 to be applied can be obtained by Y1 = X1 / KZ.

Based on the above, calculation of torque phase ON torque and torque torque will be described with reference to FIG.

Explaining below, the G1 torque TQUIA1 is calculated in S700. Here, the G1 torque is
It means the target torque at the moment of starting the inertia phase, which is determined based on the target value of longitudinal gravity acceleration (hereinafter referred to as “G”). Further, G2 torque and G3 torque described later mean similar torques at the inertia phase intermediate point and the end point.

FIG. 27 is a subroutine flow chart showing the processing.

Explaining below, SFT in S800.
It is determined whether MON is 20h. Since it is set to 20h in S118 of the flow chart of FIG. 3,
The determination in S800 is affirmative and thus proceeds to S802, where the detected vehicle speed V is fixed at a predetermined vehicle speed VUTA. This is because the same vehicle speed, that is, the fixed vehicle speed VUTA is used when calculating G2 torque and G3 torque described later.

Next, the program proceeds to S804, in which it is determined whether the estimated input torque (engine torque) TTAP is 0 or more. When the result is negative, the program proceeds to S806, in which the G1 torque TQUIA.
1 is set to a predetermined value #dTQUIAM (a value indicating a margin torque, for example, 3 kgf · m).

When the result in S804 is affirmative, the program proceeds to S808, in which the estimated input torque (engine torque) TTAP is obtained by a map search from the fixed vehicle speed VUTA and the throttle opening TH (correction coefficient) # kGUIA1 and gear ratio #R.
It is determined whether or not the value obtained by subtracting 1 from ATIOn / # RATIOm and multiplied by the value exceeds the predetermined value #dTQUIAM.

When the result in S808 is NO, the program proceeds to S812, in which the above-mentioned predetermined value #dTQ is added to the estimated input torque TTAP.
The value obtained by adding UIAM is set as the G1 torque TQUIA1, and when the result is affirmative, the process proceeds to S810, and the G1 torque TQUIA1 is calculated as follows. TQUIA1 = TTAP * {1 + # KGUIA1 *
((# RATIOn / # RATIOm) -1)}

G1 torque and ratio (correction coefficient) #
The kGUIA1 etc. will be touched again later. Also, in the above formula and other formulas, * indicates a multiplication symbol.

Returning to the explanation of the flow chart of FIG. 21,
Next, in S702, the Gt torque TQUTA1 is calculated. The Gt torque TQUTA1 is the torque at the end of the torque phase.

FIG. 28 is a subroutine flow chart showing the processing.

Explaining below, it is judged in S900 whether the estimated input torque (engine torque) TTAP is 0 or more, and if affirmed, the routine proceeds to S902, where a predetermined torque phase set value #kGUTA is added to the estimated input torque TTAP.
The value obtained by multiplying by 1 is set as the target torque tquta1, and when the result is negative, the routine proceeds to S904, where the target torque tqta1.
uta1 is set to 0.

Next, in S906, SFTMON is set to 2
If it is affirmative, it is determined that the torque phase is the first time, and the process proceeds to S908, where the target torque tquta1 is set to Gt.
Torque TQUAT1 and S when negative
910, the value tquta1 is the Gt torque TQUTA
Judge whether it is 1 or more. When the determination is affirmative, the program is terminated without updating because it is larger than the previous value, and when the determination is negative, the process proceeds to S912, where the target torque tquta1 is set to the Gt torque TQUTA1.

The variables used in the flow charts of FIGS. 27 and 28 are shown in FIGS. 29 (a), (b) and (c).

Returning to the flow chart of FIG. 21, the flow proceeds to S704, where SFTMON is 20h, that is,
It is determined whether or not the program loop is the first time to enter the torque phase, and when affirmative, the routine proceeds to S706, sets the value of SFTMON to 21h, and proceeds to S708, where the Gt torque TQ is set.
The Ut1 is converted into the hydraulic pressure to obtain the Gt pressure QUTA1.

Next, in S710, the minimum pressure Q on the ON side is reached.
Search UIAL.

Next, in S712, a predetermined value #TMUT is entered.
Search AG for the torque phase target time TMUTAG, and
In step 714, the upshift ON-side clutch torque phase control time TMDB2A (following time to the target value), torque phase boost pressure QDB2A (X1 in FIG. 25B).
(A) Equivalent value), boost control time TMDB2B (Fig. 2
5 (b) Y equivalent value) and the like are calculated.

FIG. 30 is a subroutine flow chart showing the processing, and FIGS. 31 and 32 are time charts showing the torque phase time TMDB2A and the like.

Explaining below, in S1000, Gt
It is determined whether or not the pressure QUAT1 exceeds the minimum pressure QUIAL on the ON side, and when affirmative, the process proceeds to S1002, where the ultimate pressure height quata1 (corresponding to X described above with reference to FIG. 22) is set as the Gt pressure QUATA1 and negative. S1
004, the ultimate pressure height quta1 is set to the minimum pressure QUIA.
Let L.

Next, the flow proceeds to S1006, and the shift mode QA
Based on TNUM, input shaft speed NM, ultimate pressure height qu
From ta1 and ATF oil temperature TATF, maximum torque phase gradient kDB2A (corresponding to K described above with reference to FIG. 25A)
Search the map. Next, the process proceeds to S1008, where the ultimate pressure height quta1 is the above-described value (torque phase target time. FIG. 22).
(Corresponding to Y described above with respect to the above) and divided by TMUTAG, and the value thus obtained is the torque phase gradient kDB2B (corresponding to KX described above with reference to FIG. 25A). FIG. 32A shows the torque phase target time TMUTAG and the like.

Next, in S1010, it is determined whether or not the obtained torque phase gradient kDB2B exceeds the maximum torque phase gradient kDB2A. When the determination is affirmative, it is determined that the torque phase time is extended, and the process proceeds to S1012, where the maximum torque phase gradient kDB2A. Is the slope k. On the other hand, if negative, the process proceeds to S1014, where the torque phase gradient kDB2B is set to the gradient k.

Next, the flow proceeds to S1016, and the shift mode QA
Based on TNUM, the boost pressure QDB2A is calculated from the detected input shaft speed NM, inclination k, and ATF oil temperature TATF.
Search the map.

Next, the flow proceeds to S1018, and the above-mentioned qu
torque phase control time TMDB2A by dividing a1 by the slope k
Is determined (set), the process proceeds to S1020, and the boost pressure QD
Boost control time TMDB2 by dividing B2A by slope k
B is determined (set), the process proceeds to S1022, and the shift mode Q
Based on ATNUM, input shaft speed NM, boost pressure Q
Middle break time TM from DB2A and ATF oil temperature TATF
Map search DB2C.

Returning to the explanation of FIG. 21, the program proceeds to S716, in which the torque phase control time TMDB2A, the boost control time TMDB2B and the middle break time TMDB2C are set in the timers tUTAG, tUTA1 and tUTA2, and the time measurement is started. In step S718, the boost pressure QDB2A calculated according to an appropriate characteristic is set to the torque TQU.
Convert to TAB.

Next, in S720, the ON side clutch torque TQON is set to 0, and in S722, the margin addition torque value #dTQUTRF is added to the estimated input torque TTAP, and the sum is set as the OFF side clutch torque TQOF.

On the other hand, when the result in S704 is negative, S72
4 to determine whether SFTMON is 21h, and if affirmative, proceed to S726 and set timer tUTA2 (TMD
If the value of (B2C) is 0, and the result is negative, then FIG.
As shown in FIG. 1 (a), it is determined that it is before the center folding, and S72
Go to 0.

When the result in S726 is affirmative, S72
In step 8, SFTMON is set to 22h, and in step S730, the ON-side clutch torque TQON is calculated by linearly interpolating TQUATA1 as shown in FIG.
732, TQON from the value obtained in the same way as S722
Is subtracted, and the obtained value is used as the OFF side clutch torque TQ.
It is OF.

When the result in S724 is NO, S73
4, it is determined whether SFTMON is 22h, and if affirmed, the process proceeds to S736, and it is determined whether or not the timer tUTA1 is 0, and if negative, the process proceeds to S730, and if affirmed, the process proceeds to S738. , SFTMON 23h
Set to. When the result in S734 is negative, S7
Proceed to 40.

Then, the flow proceeds to S740, and FIG.
(C) Between TQUTAB and TQUTA1 is linearly interpolated as shown to calculate the ON side clutch torque TQON, and the process proceeds to S742, where the OFF side clutch torque TQOF is calculated similarly to the process of S732.

With such a configuration, it is possible to control the hydraulic pressure in consideration of the followability, and it is possible to follow the change in the estimated input torque (engine torque) without causing a rise. Further, since the blowing is not detected, the torque phase control time can be shortened,
Good shift shock control can be realized.

Returning to the explanation of the flow chart of FIG.
Next, in S122, the ON-side torque phase pressure (clutch oil pressure amount) QATON is calculated from the Gt pressure and the like,
20, the OFF side clutch torque phase pressure (clutch oil pressure amount) QATOF is calculated as shown in FIG.

On the other hand, when the result in S114 is negative, S12
6, the process proceeds to step S128 to determine whether SFTMON is 20h or 21h. If the result is affirmative, the process proceeds to step S128. If the value of the timer tUTAG is 0, the process proceeds to step S128.
When the result is affirmative, the process proceeds to step S120, and the process proceeds to step S130 to set the SFTMON value to 30h.

Calculation (estimation) of the engine torque (estimated input torque) TTAP will be described.

Conventionally, the engine torque is, for example, Japanese Patent Laid-Open No.
As described in JP-A-207660, it is estimated from the vehicle speed and the throttle opening, or from the information such as the engine speed and the absolute pressure in the intake pipe, and further from the state of the torque converter.

However, when estimating from the throttle opening or the like, it is not possible to sufficiently follow the environmental change, and when estimating from the intake pipe absolute pressure or the like, the factors of the torque converter and inertia energy are taken into consideration. Therefore, there is a problem that the estimation accuracy is not sufficient. Furthermore, when estimating from the state of the torque converter, the torque absorption characteristics change abruptly in the vicinity of the direct connection, so there is a disadvantage that the estimation accuracy decreases, especially in a transient state.

Therefore, in this embodiment, as shown in FIG.
As shown in 3, the engine speed NE and the absolute pressure P in the intake pipe are
Engine torque TE set freely for map search from BA
In addition to using PB, the inertia torque DTEI used for increasing the engine speed NE is calculated, and the input torque TTAP is calculated (estimated) using the calculated inertia torque DTEI and the torque converter torque ratio KTR.

More specifically, it is calculated by the following equation. TTAP = (TEPB-DTEI) * KTRLAT

DTEI is the torque converter slip ratio ET
R> 1.0, that is, it is set to zero in the reverse driving state, and smoothed for use in upshifting. Further, in order to avoid the influence of the rotation change during the inertia phase, when the shift is started during the shift up, the engine speed NE decreases and the inertia torque DTEI becomes negative, but the engine torque does not change. The inertia torque in is not calculated. That is, DTEI is fixed at the time of shifting to inertia phase control.

As for the KTR, the time shown in FIG.
As shown in the chart, when the actual KTR is used during the shift, the input torque TTAP increases as the actual KTR increases. As a result, the control pressure also increases, and the shift shock increases. Therefore, the KTR is not increased during the shift, and thus the followability to the target G in the inertia phase control described later is improved.

Based on the above, the calculation processing of the estimated input torque will be described with reference to the flow chart of FIG.

First, a map search is performed for the above engine torque TEPB from the engine speed NE and the intake pipe absolute pressure PBA detected in S1100, and the process proceeds to S1102 to calculate DTEI.

FIG. 36 is a subroutine flow chart showing the processing.

Explaining below, whether or not the engine is stalled is determined by an appropriate method in S1200, and if affirmed, the process proceeds to S1202, and the counter (ring buffer) is cleared. The counter has 10 buffers and holds the value of the engine speed NE detected every program loop (10 msec). Next, proceeding to S1204, an engine speed change amount DNE (described later) is reset to zero.

When the result in S1200 is negative, S1206
To determine whether 10 buffers of the counter (ring buffer) have been filled. If affirmative, S120
8 proceeds to 10 from the engine speed NE detected this time.
The engine rotation speed NEBUFn detected 0 msec before and stored in the buffer is subtracted to calculate the engine rotation speed change amount DNE. When the result is negative, S1208 is skipped.

Next, the processing proceeds to S1210, the engine speed NE detected this time is stored in a buffer, and the S1212
To calculate the torque converter slip ratio ETR by obtaining the ratio between the detected engine speed NE and the input shaft speed NM.
It is determined whether the calculated value is larger than 1.0.

When the result in S1212 is affirmative, S1214
In step S1216, the value DTEI (described later) is reset to 0, and if the result is negative, the process proceeds to step S1216 to determine whether the calculated engine speed change amount DNE is less than 0. S1
When the result in 216 is affirmative, the process proceeds to S1214. When the result is negative, the process proceeds to S1218, in which the engine speed change amount DNE is multiplied by a predetermined value #KDTEIX to obtain the above-mentioned value D.
Calculate TEI.

Next, in S1220, it is determined whether the timer tST is 0 or not. Since this timer has a value of 0 during gear shifting in another routine (not shown), S122
The determination of 0 is equivalent to determining whether or not the shift is in progress. S1
When denied at 220, the following processing is skipped,
That is, the value of DTEI is held during the shift, and when the result is affirmative, the routine proceeds to S1222, where the weighted coefficient #NDTEI is used to calculate a weighted average value with respect to the previous value DETIn, and smoothing (averaging) is performed.

Returning to the explanation of the flow chart of FIG. 35,
Next, in S1104, the table is searched for KTR from the ETR calculated as shown in FIG. 33, and in S1106, it is determined whether the calculated TEPB exceeds 0.

When the result in S1106 is affirmative, S1108
Go to step S1110, determine whether TEPB exceeds DTEI, and if affirmative, go to step S1110 to change TEPB to DTE.
The value obtained by multiplying the value obtained by subtracting I by KTR is TEPB
Let K. When the result in S1106 or S1108 is NO, the program proceeds to S1112, where TEPB is set to TEPBK. Note that TEPBK is a value for calculating the engine torque of the power-on downshift control.

[0148] Next, proceeding to S1114, it is judged from the value of the above-mentioned timer tST whether or not gear shifting is in progress. When the result is affirmative, the process proceeds to S1116, KTR is rewritten as KTRLAT, and when it is negative, the process proceeds to S1118 and KTR If it is less than KTRLAT, and if affirmative, S1
In step 120, the KTR is rewritten to KTRLAT in the same manner, and if negative, the process proceeds to step S1122.

As shown in FIG. 33, these are for calculating the engine torque of the upshift control. In FIGS. 33 and 35, KTR is KTRLAT and TTAP is TTA.
Although it is displayed as PL, in the present embodiment, since upshift is described as an example, KTR is KTRLAT.
Also, TTAP is synonymous with TTAPL.

Next, in S1122, it is determined whether or not TEPB exceeds 0. When the result is negative, the process proceeds to S1124, TEPB is set to TTAP, and when affirmative, the process proceeds to S1126, where TEPB exceeds DTEI. If not, the process proceeds to S1124 if negative,
When affirmative, it progresses to S1128 and calculates TTAP as shown in the figure.

Next, in S1130, the shift mode QA
If TNUM is 1 * h and SFTMON is 30h or more, and if negative, then it is the torque phase, so S11
In step 32, NE is rewritten as NEL and latched.

Next, in S1134, as shown in FIG. 33, a map search for TEPBL is made from the latched engine speed NEL and the intake pipe absolute pressure PBA, and in S1136 it is determined whether the search value TEPBL exceeds 0 or not. If not, proceed to S1138, set TEPBL to TTA
PL.

On the other hand, when the result in S1136 is affirmative, S1
In step 140, it is determined whether TEPBL exceeds DTEI. If the result is negative, the process proceeds to step S1138. If the result is positive, the process proceeds to step S1142, and TTAPL is calculated as illustrated.

As described above, as shown in FIG. 33, the engine speed NE for retrieval is latched when the inertia phase control of the upshift is started, and the estimated input torque is the upshift and the downshift (particularly KD (power-on). Downshift)) will be calculated separately. The fact that TTAPL is equivalent to TTAP is as described above.

Returning to the explanation of the flow chart of FIG. 3, the program proceeds to S132, in which the above-described G1 torque, G2 torque and G3 torque on the ON side of the inertia phase are calculated.

FIG. 37 is a subroutine flow chart showing the processing.

Before starting the explanation of FIG.
This process is outlined with reference to.

Conventionally, in the upshift, the hydraulic pressure is raised until the driving force becomes equal to the driving force of the preceding stage (current stage) and is held for a predetermined time. However, the driving force acting around the driving shaft of the vehicle is When the driving force is not equivalent to the gravitational acceleration G acting in the front-rear direction or the gravitational direction acting on the entire body and the driving force is equal to that in the preceding stage, the shock of the entire vehicle may worsen.

That is, depending on the driving condition of the vehicle, the rise of the torque from the pulling in of the torque phase becomes large, and not only the longitudinal acceleration but also the vertical gravitational acceleration (pitching) occurs in the vehicle as a whole and the occupant avoids it. You may feel a big shock.

Further, as shown in FIG. 38, it is unavoidable that G is generated during the rotation change in order to absorb the inertia of the engine E, but as a result of exceeding G generated in the preceding stage (current stage). Is not desirable.

Therefore, in this embodiment, the target G is set in advance on the front side and the rear side of the inertia phase, and
When setting the estimated input torque TTAP (TTAP
L) and the gear ratio before and after the gear change # RATIOn, m (predetermined value) KGUIAn (n: about 1 to 3)
Then, the clutch torque (operation amount) is determined based on the value.

More specifically, regarding the height (size) of the target G of the vehicle set in advance, that of the current stage is set to 1, and
When defining that of the target stage as 0, the ratio KGUIAn (n: 1 to 3.
(Shown in (c)) is used to determine the clutch torque based on at least the ratio and the estimated input torque, etc., so that the shift shock is effectively reduced and the occupant's sensitivity is well adapted.

More specifically, as shown in FIG. 39, in the upshift, the target G waveform of the inertia phase is set as the height of G before and after the inertia phase. When the height equal to G of the front gear (first gear in the example) is defined as 1 ((a) in the figure), and the height equal to G of the second gear (second gear in the example) is defined as 0 ( The same figure (b)), 0.3 to 0.
It is set to about 7 ((c) in the same figure), and thus it is possible to realize control in which the shift shock and the shift time (in other words, the clutch load) are balanced.

FIG. 40 shows a time chart showing the control as a whole.
It is a chart. In the figure, estimated input torque TTA
A value corresponding to P is equal to the latter G, and the height is 0 (KGUI
A1 = 0).

The calculation formula is as follows. Inertia phase front side clutch torque TQON1 = TTAP * {1 + KGUIA1 * ((# R
ATIOn / # RATIOm) -1)} inertia phase intermediate clutch torque TQON2 = TTAP * {1 + KGUIA2 * ((# R
ATIOn / # RATIOm) -1)} Inertia phase rear side clutch torque TQON3 = TTAP * {1 + KGUIA3 * ((# R
ATIOn / # RATIOm) -1)}

In the above, #RATIOn is the speed reduction ratio of the preceding gear, and #RATIOm is the speed reduction ratio of the destination gear. Then, the clutch operation amount is calculated based on TQON1, TQON2, TQON3.

The setting of the G waveform is arbitrary. For example,
When trying to set the G waveform to the lower right, the ratio KG
It can be easily realized by increasing the UIA1 and decreasing the ratio KGUIA2 or 3. Also,
If setting values are added, more detailed settings can be made.

The ratio KGUIAn is S8 in the flow chart of FIG. 27 for each shift mode such as an upshift from the first speed to the second speed or an upshift from the second speed to the third speed.
As described in 08 and S810, the map value is set from the vehicle speed V and the throttle opening TH as a searchable map value.
Incidentally, it is desirable to set the throttle opening so that it becomes larger as the throttle opening increases in consideration of the heat load of the clutch.

Based on the above, description will be given below with reference to the flow chart of FIG.

First, in step S1300, the clutch slip ratio GRATIO (GA) corresponding to the preceding stage (current stage) is set to a predetermined value #.
dGRUIA2 is added to calculate the inertia phase switching slip ratio grua2. FIG. 41 shows the switching slip ratio g
ruia2 is shown. GRATIO (GA) is a value obtained by multiplying the clutch slip ratio GRATIO (input shaft rotation speed NM / output shaft rotation speed NC) by the reduction ratio, and is a value corresponding to the preceding gear stage (gear).

Next, in S1302, it is determined whether or not the clutch slip ratio GRATIO is less than the switching slip ratio grua2. When the result is affirmative, it is determined that the clutch slip ratio GRATIO is on the front side of the inertia phase, and the process advances to S1304 to set the G1 torque TQUI.
Calculate A1.

The calculation of the G1 torque TQUIA1 has been described above with reference to FIG. 27. To re-explain it here, as shown in S808 or S810, the above-mentioned ratio of the estimated input torque (engine torque) TTAP ( Correction coefficient: throttle opening TH and fixed vehicle speed VUT
Map search from A) The value obtained by multiplying # kGUIA1 is G
1 torque TQUIA1.

Returning to the explanation of the flow chart of FIG. 37,
Next, in S1306, the G2 torque TQUIA2 is calculated.

FIG. 42 is a subroutine flow chart showing the processing, and the G2 torque TQUIA2 is calculated through the processing of S1400 to S1408, except that the second ratio # kGUIA2 corresponding to the G2 torque is used. Then, there is no difference from the calculation of the G1 torque TQUIA1 shown in FIG.

Returning to the explanation of the flow chart of FIG. 37,
Next, in S1308, the calculated G1 torque TQUI is calculated.
Interpolates A1 and G2 torque TQUIA2 and turns on between them
The side clutch torque TQON is calculated.

When the result in S1302 is negative, S13
10, go to G2 torque TQUIA as shown in FIG.
2 is calculated and it progresses to S1312 and G3 torque TQUIA.
Calculate 3.

FIG. 43 is a subroutine flow chart showing the processing, and the G3 torque TQUIA3 is calculated through the processing of S1500 to S1508, but similarly the third ratio # kGUIA3 corresponding to the G3 torque is used. 27, the G1 torque TQUIA1 shown in FIG.
Is not different from the calculation of.

In the flow chart of FIG. 37, the program proceeds to S1314, the calculated G2 torque TQUIA2 and G3 torque TQUIA3 are interpolated, and the ON side clutch torque TQON between them is calculated.

Since the present embodiment is configured as described above, it is possible to make settings close to the sensitivity of the setter, and to effectively reduce gear shift shock. Further, since the manipulated variable is calculated by using the estimated input torque TTAP as a parameter, the clutch capacity is not balanced, so that there is no inconvenience that the shift time is unnecessarily lengthened and the shift is not completed within the scheduled time.

Returning to the explanation of FIG. 3, the program proceeds to S134, the inertia-phase OFF-side clutch torque TQOF is set to 0, and the program proceeds to S136, which will be described later based on the calculated ON-side inertia-phase clutch torque TQON. The clutch hydraulic pressure QATON is calculated according to the torque hydraulic pressure conversion process, and the shift solenoid SLn is instructed based on the calculated clutch hydraulic pressure QATON.

Next, the flow proceeds to S138, where O set in the same manner is set.
The clutch hydraulic pressure QATOF is calculated based on the torque torque TQOF of the inertia phase on the FF side according to a torque hydraulic pressure conversion process described later, and the calculated clutch hydraulic pressure QATOF.
Is issued to the corresponding shift solenoid SLn.

In the program loop after the next time, S1
The determination of 26 is denied and the process proceeds to S140, where SFTMON
Is 30h or 31h, and when the result is affirmative, the routine proceeds to S142, where it is determined whether the clutch slip ratio GRATIO exceeds a predetermined value #GRUEAG.

The predetermined value #GRUEAG is the engagement control start clutch slip ratio, and therefore S14
The process of 2 means determining whether or not the shift is being completed so that the clutch starts engagement control.

When the result in S142 is negative, the program proceeds to S132, and when the result in S142 is affirmative, the program proceeds to S144 and SFTM.
Set ON to 40h. Next, in S146, the ON side engagement pressure (clutch oil pressure amount QATON, that is, torque oil pressure conversion value) is calculated based on the clutch torque TQON.

[0185] In addition, S15 when the result is negative in S14 0
The routine proceeds to 0, where it is determined whether or not the value of the timer tUEAG has reached zero. When the value is negative, the routine proceeds to S146, where the ON side engagement pressure (clutch hydraulic pressure QATON) is calculated based on the clutch torque TQON.

FIG. 44 is a subroutine flow chart showing the processing.

Before entering the description of the figure, the torque hydraulic pressure conversion in the inertia phase in this embodiment will be outlined.

As described above, in the calculation of the frictional engagement element calculated in the control of the automatic transmission, that is, the amount of hydraulic pressure to be supplied to the clutch, as described above, Japanese Patent Laid-Open No. 7-15122.
As described in Japanese Patent Laid-Open No. 2 (1993), the hydraulic pressure is corrected according to the friction coefficient in view of the fact that the friction coefficient of the clutch (so-called clutch μ) changes due to the temperature of the hydraulic oil (ATF), in other words, the viscosity. Determines the amount of hydraulic pressure to be supplied to the clutch.

However, since the friction coefficient of the clutch changes not only with the viscosity of the hydraulic oil but also with the differential rotation of the clutch, it is desirable to determine the friction coefficient of the clutch in consideration of the differential rotation of the clutch. .

Therefore, in this embodiment, the friction coefficient is accurately obtained in consideration of the friction engagement element, that is, the differential rotation of the clutch, and the hydraulic pressure to be supplied is appropriately determined using the obtained friction coefficient. I decided to decide. More specifically, the clutch friction coefficient μ is determined from the Sommerfeld number (state value S) determined by the viscosity of the ATF and the differential rotation of the clutch (difference between the input shaft rotational speed NM and the output shaft rotational speed NC). Estimated to perform torque hydraulic conversion in the inertia phase. The same applies to torque hydraulic conversion in other phases.

The calculation of the clutch oil pressure amount based on the target clutch torque TQON calculated as described above will be described below.

The clutch disc friction characteristic (μ characteristic) of the clutch (C1 etc.) varies depending on the rotation difference between the clutch disc and the facing plate, the ATF oil temperature TATF and the clutch disc surface pressure. Generally, the following is known. Has been.

1. When the rotation difference (peripheral speed difference) between the clutch disk and the facing plate decreases, the friction coefficient μ of the clutch disk, more specifically, the dynamic friction coefficient μd tends to decrease. 2. When the ATF oil temperature decreases, the ATF viscosity increases, so that the oil shearing force increases and μd tends to increase. 3. When the clutch disc surface pressure increases, μd tends to decrease.

Actually, since the friction coefficient μd of the clutch disc is determined by mutual influence from the above-mentioned three characteristics, the rotation difference between the clutch disc and the facing plate, the ATF oil temperature and the clutch disc surface pressure. From the state value S (Sommafeld number described above) as a clutch disc friction coefficient, it is obtained through experiments in advance, and E
It is stored (stored) in the ROM 84 of the CU 80.

The state value S (Sommafeld number) is expressed by the following equation. S = ATF viscosity * peripheral speed / clutch disc surface pressure

In the inertia phase of the upshift, the ON-side clutch torque is directly reflected on the output shaft torque. Therefore, in order to reduce the speed shock, it is necessary to manage the ON-side clutch torque TQON. Clutch torque T
QON is generally calculated as follows. TQON = μ * number of clutch discs * clutch diameter *
(Clutch pressure * piston area + centrifugal hydraulic pressure component-return spring force)

Among them, the value of μ, more specifically, the value of μd changes according to the situation as described above, and therefore, it is important to accurately grasp the value of μd in order to reduce the shift shock. .

Therefore, in the inertia phase at the time of up-shifting, the clutch disc friction coefficient μd is calculated in real time using the state value S for the ON side clutch to calculate the clutch hydraulic pressure QATON, and the clutch torque as the target is obtained. Can be output.

That is, by controlling the actual clutch supply pressure based on the calculated clutch hydraulic pressure QATON,
Rotational difference between clutch disc and facing plate, ATF
Regardless of changes in the oil temperature and the clutch disc surface pressure, a uniform G waveform can be obtained, and shift shock can be effectively reduced.

That is, when the ATF oil temperature is high, FIG.
The shift is started from a small value of S as shown in FIG. 4 and the shift is started from a large value of S as shown in FIG. FIG. 45 (c) shows a temporal change of the friction coefficient μ at a high temperature, and FIG. 45 (d) shows that at a low temperature. In this way, by grasping the change in the friction coefficient μ and controlling the clutch oil (pressure), it is possible to obtain more uniform hydraulic characteristics.

Based on the above, the hydraulic pressure changing process for the ON side clutch torque will be described with reference to the flow chart of FIG. Incidentally, FIG. 46 is a block diagram showing the same processing.

First, in S1600, it is determined whether or not the calculated target clutch torque TQON is less than 0, in other words, a negative value. When the result is affirmative, the routine proceeds to S1602, where the target clutch torque TQON is set to 0.

Next, in S1604, the flag f. MY
Determine if the UON bit is set to 1. Since the bit of this flag is set to 1 when shifting is started in another routine (not shown), S
The determination of 1604 is equivalent to determining whether it is the first shift.

If the result in S1604 is YES, this means that the shift control is being performed for the first time, so the flow proceeds to S1606, the bit of the flag is reset to 0, and the flow proceeds to S1608 to set the clutch disc friction coefficient μ to the initial value # μDCn. This is because the value of μ is required to calculate the state value S. Incidentally, S
When the result in 1604 is NO, the program proceeds to S1610, in which the previous value of μ (during the previous program loop) μn is set to μ (this time).

[0205] Next, proceeding to S1612, the input shaft speed N
M, the output shaft speed NC, and the reduction ratio #RATIOn, the differential rotation speed dnm. nc is calculated, and the process proceeds to S1614 to calculate the state value (Sommafeld number) S. The state value S is the viscosity η and the differential rotation dnm. A value obtained by multiplying nc by the friction coefficient μ and the Sommafeld calculation coefficient KZOM is obtained by dividing by the clutch torque TQON.

More specifically, S = (η * dnm.n
c) / Pdisk. Note that Pdisk represents the clutch surface pressure, and Pdisk = TQON / (KZOM *
μ). Further, η indicates the oil viscosity, and the value obtained by searching the table from the detected ATF oil temperature is used. As the friction coefficient μ, the previous value or a fixed value is used as described in the above step.

Next, in S1616, the state value (Sommafeld number) in which the clutch disc friction coefficient μd is calculated.
The table is searched from S, and the process proceeds to S1618, where the target clutch torque TQON is divided by the product of the coefficient KDISK and the friction coefficient μd to calculate FDISK (disk pressing force by hydraulic pressure). The coefficient KDISK is a value set for each clutch in order to calculate the disc pressing force FDISK from the target clutch torque TQON.

Next, in S1620, as shown in the figure, F
The clutch hydraulic pressure Fctf in the clutch drum is subtracted from DISK, and the value obtained by adding the return spring force Frtn is divided by the piston pressure receiving area Apis of the clutch to calculate the clutch hydraulic pressure QATON. Note that Fctf uses a value obtained by searching a table from the input shaft rotation speed NM.

Returning to the description of the flow chart of FIG. 3, the program then proceeds to S148, in which the OFF side engagement pressure (clutch oil pressure QATOF) is calculated by the same method.

FIG. 47 is a subroutine flow chart showing the processing.

Explaining below, it is judged whether or not the target clutch torque TQOF calculated in S1700 is less than 0, in other words, a negative value, and if affirmative, the routine proceeds to S1702, where the clutch torque TQOF is set to 0.

Next, in S1704, the shift mode QA
It is determined whether TNUM is 2 * h, in other words, whether it is a downshift, and if negative, the process proceeds to S1706, and the flag f. The bit of MYUOF is reset to 0, and S1708
Since the OFF pressure control in the upshift is based on the premise that the clutch does not slip, the clutch disc friction coefficient μd is set to a predetermined value # μSCn (static friction coefficient).

When the result in S1704 is affirmative and it is determined that there is a downshift, the process proceeds to S1710, in which the flag f. It is determined whether or not the MYUOF bit is set to 1, and when the result is affirmative, the flow proceeds to S1712, the bit of the flag is reset to 0, and the flow proceeds to S1714 to set μ to the initial value # μDCn. When the result in S1710 is NO, the program proceeds to S1716, in which the previous value of μ (during the previous program loop) μn is set to μ (this time).

Next, in S1718, the clutch differential rotation speed domega is set to a constant value #dOMEGA. Below, O
Similar to the case of the N side, the process proceeds to S1720 to calculate the state value (Sommafeld number) S, proceeds to S1722, searches the table from the calculated state value (Sommafeld number) S of the clutch disc dynamic friction coefficient μd, and proceeds to S1724. ,
FDISK is detected, the flow proceeds to S1726, and the clutch hydraulic pressure QATOF is calculated as illustrated.

Returning to the explanation of the flow chart of FIG. 3, S
When the result in step 140 is negative, the process proceeds to step S150, and the timer tU
It is determined whether or not the value of EAG has reached zero. If the result is negative, the process proceeds to S146, and if the result is affirmative, the process proceeds to S152, where termination processing such as resetting the parameters is performed to finish.

In this embodiment, as described above,
The output of the internal combustion engine (engine E) mounted on the vehicle is changed to the operating state, more specifically, the vehicle speed (V) and the throttle opening (T).
H), etc., and an automatic transmission (transmission T) that shifts gears through a friction engagement element (clutch Cn) and transmits them to the drive wheels (W) according to preset shift characteristics.
In the control device, the input shaft rotational speed detecting means (first rotational speed sensor 64, ECU 80) for detecting the input shaft rotational speed (NM) input to the automatic transmission, and the output output from the automatic transmission. Output shaft rotation speed detection means (second rotation speed sensor 66, ECU 8) for detecting the shaft rotation speed (NC)
0), hydraulic oil temperature detecting means (temperature sensor 70, ECU 80) for detecting the hydraulic oil temperature (TATF) of the automatic transmission,
A hydraulic oil viscosity calculating means (ECU 80, S20, S146, S1608, which calculates the viscosity (η) of the hydraulic oil of the automatic transmission according to a predetermined characteristic from the detected hydraulic oil temperature.
S1610), the state value of the friction engagement element (S. Sommafeld number) based on at least the calculated viscosity of the hydraulic oil, the calculated clutch disc surface pressure, and the detected input shaft rotational speed and output shaft rotational speed. State value calculating means (ECU 80, S20, S146, S161
4), friction coefficient calculation means (ECU 80, S20, S146, for calculating the friction coefficient (μ or μd) of the friction engagement element from the calculated state value according to a predetermined characteristic.
S1616), output torque (target clutch torque TQON) of the friction engagement element required to realize the shift.
Output torque calculation means (ECU 80, S20,
S132, S1308, S1314), a hydraulic pressure for calculating a hydraulic pressure amount (clutch hydraulic pressure amounts QATON, QATOF) to be supplied to the friction engagement element based on the calculated target output torque, using at least the calculated friction coefficient. Quantity calculating means (ECU 80, S20, S140, S1
48, S1620, S1726), and a hydraulic control circuit (O) for supplying hydraulic pressure to the friction engagement element based on the calculated hydraulic pressure.

At least the state value of the friction engagement element (clutch Cn) is calculated from the calculated viscosity of the hydraulic oil and the detected input shaft rotational speed and output shaft rotational speed (differential rotation). Since the friction coefficient of the engagement element is calculated and the hydraulic pressure amount to be supplied to the friction engagement element is calculated using the calculated friction coefficient, the hydraulic pressure amount to be supplied to the friction engagement element is set to an appropriate value. Therefore, the shift shock can be effectively reduced and the occupant's sensitivity can be well adapted.

Further, the hydraulic pressure amount calculating means divides the output torque by a product of a predetermined coefficient (KDISK) and the friction coefficient (μ), and the frictional engagement element pressing force (disk pressing force FDISK by hydraulic pressure). Pressing force calculation means (EC
U80, S20, S146, S1618), centrifugal oil pressure (Fctf) acting on the friction engagement element from the pressing force.
And a return spring force (Frtn) are subtracted, and the value thus obtained is divided by the pressure receiving area of the friction engagement element (the piston piston pressure receiving area Apis of the clutch) (EC).
U80, S20, S146, S1620), and the value obtained by the division is used as the hydraulic pressure amount.

As a result, the amount of hydraulic pressure to be supplied to the frictional engagement element can be determined more appropriately, so that the shift shock can be more effectively reduced and the occupant's sensation can be adjusted well.

Further, the calculating means calculates the centrifugal oil pressure (Fctf) according to the input shaft speed (NM) (ECU 80, S20, S146, S1620).
Configured as

As a result, the amount of hydraulic pressure to be supplied to the frictional engagement element can be determined more appropriately, so that the shift shock can be more effectively reduced and the occupant's sensation can be adjusted well.

Further, the state value calculating means calculates the state value so that it is large when the hydraulic oil temperature is relatively low and small when the hydraulic oil temperature is high (ECU 80, S20,
S146, S1614).

As a result, the amount of hydraulic pressure to be supplied to the friction engagement element can be determined more appropriately, so that the shift shock can be more effectively reduced and the occupant's sensation can be adjusted well.

Further, the output of the internal combustion engine (engine E) mounted on the vehicle is changed according to the operating state, more specifically, the vehicle speed (V) and the throttle opening (TH) in accordance with the shift characteristic set in advance. In an automatic transmission (transmission T) control device that shifts gears via an engagement element (clutch Cn) and transmits them to drive wheels (W), an input shaft rotation speed (NM) input to the automatic transmission is detected. Input shaft rotation speed detection means (first rotation speed sensor 64, ECU 80),
Output shaft rotational speed detection means (second rotational speed sensor 6) for detecting the output shaft rotational speed (NC) output from the automatic transmission.
6, ECU80), hydraulic oil temperature of the automatic transmission (TAT
F) for detecting the hydraulic oil temperature (temperature sensor 70, E
CU80), a hydraulic oil viscosity calculating means (ECU80, S20, S146, for calculating the viscosity (η) of the hydraulic oil of the automatic transmission according to a predetermined characteristic from the detected hydraulic oil temperature.
S1614), output torque (target clutch torque TQON) of the friction engagement element necessary to realize the shift.
Output torque calculation means (ECU 80, S20,
S132, S1308, S1314), the clutch disc surface pressure (Pdis) from the output torque of the friction engagement element.
Clutch disk surface pressure calculation means (ECU)
80, S20, S146, S1618), at least the state value of the friction engagement element from the calculated viscosity of the hydraulic oil, the calculated clutch disc surface pressure, and the detected input shaft rotational speed and output shaft rotational speed. State value calculation means (ECU 80, S2) for calculating (S. Sommerfeld number)
0, S146, S1614), and the friction coefficient (μ of the friction engagement element according to a predetermined characteristic from the calculated state value.
Alternatively, friction coefficient calculation means (ECU 8 for calculating μd)
0, S20, S146, S1616), and based on the calculated target output torque, calculates the hydraulic pressure amount (clutch hydraulic pressure amount QATON, QATOF) to be supplied to the friction engagement element using at least the calculated friction coefficient. Hydraulic pressure calculation means (ECU 80, S20, S146, S1
48, S1620, S1726), and a hydraulic control circuit (O) for supplying hydraulic pressure to the friction engagement element based on the calculated hydraulic pressure.

A state value of the friction engagement element is calculated from at least the calculated viscosity of the hydraulic oil, the calculated clutch disk surface pressure, and the detected input shaft rotational speed and output shaft rotational speed (differential rotation). The friction coefficient of the friction engagement element is calculated according to a predetermined characteristic, and the hydraulic pressure amount to be supplied to the friction engagement element is calculated using the calculated friction coefficient. It is possible to appropriately determine the amount of hydraulic pressure to be used, and thus it is possible to more effectively reduce the shift shock and adapt it to the occupant's sensitivity.

Further, the clutch disc surface pressure calculating means calculates based on the calculated output torque (TQON) and the friction coefficient (μd), and the friction coefficient is a fixed value or the calculated friction coefficient. It is configured to use the previous value.

As a result, the clutch disc surface pressure can be determined more appropriately, and thus the shift shock can be more effectively reduced and can be adapted to the occupant's sensitivity.

Although the engine torque (input torque) is estimated (calculated) in the above description, it may be detected using a torque sensor or the like.

[0229]

According to the first aspect of the present invention, the state value of the friction engagement element is calculated from at least the calculated viscosity of the hydraulic oil and the detected input shaft rotational speed and output shaft rotational speed (differential rotation). Then, the friction coefficient of the friction engagement element is calculated according to a predetermined characteristic, and the amount of hydraulic pressure to be supplied to the friction engagement element is calculated using the calculated friction coefficient. It is possible to appropriately determine the amount of hydraulic pressure to be supplied, and thus it is possible to effectively reduce the shift shock and adapt it to the occupant's sensitivity.

[0230]

According to the second aspect of the present invention, the amount of hydraulic pressure to be supplied to the friction engagement element can be determined more properly, and therefore, the shift shock can be more effectively reduced and the occupant's sensation can be well adapted. be able to.

According to the third aspect of the present invention, the amount of hydraulic pressure to be supplied to the frictional engagement element can be determined more appropriately, so that the shift shock can be more effectively reduced and the occupant's sensitivity can be adjusted. be able to.

According to the fourth aspect, the state value of the friction engagement element is calculated from at least the calculated viscosity of the hydraulic oil, the clutch disk surface pressure, the detected input shaft rotational speed and output shaft rotational speed (differential rotation). The friction coefficient of the friction engagement element is calculated according to a predetermined characteristic, and the amount of hydraulic pressure to be supplied to the friction engagement element is calculated using the calculated friction coefficient. The amount of hydraulic pressure to be supplied to the coupling element can be appropriately determined, and thus the shift shock can be more effectively reduced and the occupant's sensitivity can be well adapted.

According to the fifth aspect of the present invention, the clutch disc surface pressure can be determined more appropriately, so that the shift shock can be more effectively reduced and the occupant's sensation can be well adapted.

[Brief description of drawings]

FIG. 1 is an explanatory diagram generally showing a control device for an automatic transmission according to an embodiment of the present invention.

FIG. 2 is a main flow chart showing the operation of the apparatus shown in FIG.

FIG. 3 is a subroutine flow chart showing a shift control process in the flow chart of FIG.

FIG. 4 is a time chart showing control points in the flow chart of FIG.

FIG. 5 is a subroutine flow chart showing an OFF shelf torque calculation process in the flow chart of FIG.

FIG. 6 is a subroutine flow chart showing the ON preparation pressure calculation processing in the flow chart of FIG.

FIG. 7 is an explanatory graph showing a relationship between an operation amount and a variation width in calculating the ON preparation pressure in the flow chart of FIG. 6;

FIG. 8 is an explanatory graph showing a relationship between an operation amount and a variation width in calculating the ON preparation pressure in the flow chart of FIG.

FIG. 9 is an explanatory graph showing measurement of preparation end time used in the flow chart of FIG. 6;

FIG. 10 is an explanatory graph showing a case where the preparation end time used in the flow chart of FIG. 6 is similarly measured while changing the shift interval.

11 is an explanatory diagram showing a graph of the relationship between the preparation end time and the shift interval shown in FIG.

FIG. 12 is an explanatory graph showing the characteristics shown in FIG. 11 by normalizing the preparation end time with respect to the shift interval.

FIG. 13 is an explanatory graph showing the characteristic shown in FIG. 12 converted into an oil reduction amount with respect to a shift interval.

FIG. 14 is an explanatory graph similarly showing the characteristics shown in FIG. 13 converted into an oil reduction amount with respect to the oil amount.

FIG. 15 is an explanatory graph showing the oil reduction amount shown in FIG. 14 in a map with respect to the oil amount, the input shaft rotation speed, and the ATF oil temperature.

16 is an explanatory graph similarly showing the oil reduction amount shown in FIG. 14 with respect to the oil amount, the input shaft rotation speed, and the shift direction.

FIG. 17 is an explanatory graph showing characteristics similar to those of FIG. 16 in the related art.

FIG. 18 is a subroutine flow chart showing a search process for the preparation pressure QDB1A of the ON side clutch and the preparation end time T1 in the flow chart of FIG. 6;

FIG. 19 is a subroutine flow chart showing the remaining oil amount estimation processing in the flow chart of FIG. 18;

FIG. 20 is a subroutine flow chart showing the OFF shelf pressure calculation processing in the flow chart of FIG. 3;

FIG. 21 is the torque phase ON in the flow chart of FIG.
/ OFF flow showing the OFF torque calculation process
It is a chart.

22 is an explanatory graph illustrating a reference target manipulated variable and a target time of an inertia phase in upshift, for explaining the process of FIG. 21. FIG.

23 is an explanatory graph showing a relationship between follow-up times (arrival times) when a constant operation amount is output in the process of FIG. 22.

24 is an explanatory graph showing the response characteristic of the manipulated variable in the relationship shown in FIG.

FIG. 25 is an explanatory graph showing a comparison result of the response characteristics of the manipulated variables shown in FIG. 24.

FIG. 26 is an explanatory graph showing a characteristic of a transient operation amount calculated by searching the operation amount shown in FIG. 24 with a response characteristic.

FIG. 27 is a subroutine flow chart showing the calculation processing of the G1 torque in the flow chart of FIG. 21.

FIG. 28 is a subroutine flow chart showing a calculation process of Gt torque in the flow chart of FIG. 21.

FIG. 29 is a time chart showing variables used in the flow charts of FIGS. 27 and 28.

FIG. 30 is a subroutine flow chart showing a calculation process of the torque phase time and the like in the flow chart of FIG. 21.

FIG. 31 is a time chart similarly showing the calculation processing of the torque phase time and the like in the flow chart.

FIG. 32 is a time chart which similarly shows the calculation processing of the torque phase time and the like in the flow chart.

FIG. 33 is a block diagram showing an engine torque (estimated input torque) calculation process in the flowchart of FIG. 21 and the like.

FIG. 34 is a time chart showing the calculation processing of the engine torque (estimated input torque) in the flow chart of FIG. 21 and the like.

FIG. 35 is a subroutine flow chart showing the calculation processing of the engine torque (estimated input torque) in the flow chart of FIG. 21 and the like.

FIG. 36 is a DTEI in FIG. 35 flow chart, etc.
3 is a subroutine flow chart showing the calculation process of FIG.

37 is a subroutine flow chart showing a calculation process of G1 torque and the like on the inertia phase ON side in the flow chart of FIG. 3;

38 is an explanatory graph showing the setting of the front-stage gravitational acceleration G in the destination stage relative to that in the front stage, which is premised on the process of FIG. 37. FIG.

FIG. 39 is also an explanatory graph showing the setting of the front-stage gravitational acceleration G in the destination stage with respect to that in the front stage, which is premised on the processing in FIG. 37.

FIG. 40 is a time chart showing the processing of the flow chart of FIG. 37.

FIG. 41 is also a time chart partially showing the processing of the flow chart of FIG. 37.

FIG. 42 is a subroutine flow chart showing the G2 torque calculation processing in the flow chart of FIG. 37.

FIG. 43 is a subroutine flow chart showing the G3 torque calculation processing in the flow chart of FIG. 37.

FIG. 44 is a subroutine flow chart showing ON side engagement pressure calculation based on the target clutch torque in the flow chart of FIG. 3, that is, torque torque conversion processing.

FIG. 45 is an explanatory graph explaining the torque / hydraulic pressure conversion processing in the flow chart of FIG. 44.

FIG. 46 is a block diagram illustrating a torque hydraulic pressure conversion process in the flowchart of FIG. 44.

FIG. 47 is a subroutine flow chart showing an OFF side engagement pressure calculation based on the target clutch torque in the flow chart of FIG. 3, that is, a torque hydraulic pressure conversion process.

[Explanation of symbols]

T automatic transmission (transmission) O Hydraulic control circuit E Internal combustion engine (engine) Cn clutch (friction engagement element) 12 Torque converter 56 Throttle opening sensor 64 First speed sensor 66 Second speed sensor 70 Temperature sensor 80 ECU (electronic control unit)

─────────────────────────────────────────────────── ─── Continuation of the front page (72) Inventor Masamitsu Fukuchi 1-4-1 Chuo, Wako-shi, Saitama Within Honda R & D Co., Ltd. (72) Inventor Shinya Shinkyo, 1-4-1 Wako-shi, Saitama Stock (56) Reference JP-A-8-42676 (JP, A) JP-A-7-151222 (JP, A) JP-A-5-133457 (JP, A) JP-A-2-89858 ( JP, A) JP 3-149460 (JP, A) JP 7-293682 (JP, A) JP 8-178044 (JP, A) JP 11-63201 (JP, A) JP Flat 11-159605 (JP, A) (58) Fields surveyed (Int.Cl. ⁷ , DB name) F16H 59/00-61/12 F16H 61/16-61/24 F16H 63/40-63/48

Claims (5)

(57) [Claims] 1. A control device for an automatic transmission, wherein the output of an internal combustion engine mounted on a vehicle is shifted according to a shift characteristic preset according to an operating state via frictional engagement elements and transmitted to a drive wheel. a. Input shaft rotational speed detecting means for detecting an input shaft rotational speed input to the automatic transmission, b. Output shaft rotation speed detecting means for detecting the output shaft rotation speed output from the automatic transmission, c. Hydraulic oil temperature detecting means for detecting the hydraulic oil temperature of the automatic transmission, d. Hydraulic oil viscosity calculating means for calculating the viscosity of the hydraulic oil of the automatic transmission according to a predetermined characteristic from the detected hydraulic oil temperature, e. State value calculation means for calculating a state value of the friction engagement element from at least the calculated viscosity of the hydraulic oil and the detected input shaft rotational speed and output shaft rotational speed, f. Friction coefficient calculating means for calculating a friction coefficient of the friction engagement element according to a predetermined characteristic from the calculated state value, g. Output torque calculation means for calculating the output torque of the friction engagement element required to realize the shift, h. The calculated output torque is compared with a predetermined coefficient by the friction coefficient.
Friction that is calculated by dividing friction product by friction coefficient
Engagement element pressing force calculation means, i. The frictional engagement is calculated from the calculated frictional engagement element pressing force.
Subtracts centrifugal oil pressure acting on the element and returns
Add the spring force and use the value thus obtained to determine the friction engagement
A hydraulic pressure amount calculating means for calculating a hydraulic pressure amount to be supplied to the friction engagement element by dividing by a plain pressure receiving area , and j . A hydraulic control circuit that supplies hydraulic pressure to the friction engagement element based on the calculated hydraulic pressure amount. Wherein said hydraulic quantity calculating means, the centrifugal hydraulic force control system for an automatic transmission according to claim 1, wherein said be calculated in accordance with the input shaft rotational speed. 3. The state value calculating means calculates the state value so that it is large when the hydraulic oil temperature is relatively low and small when the hydraulic oil temperature is relatively high.
Alternatively, the control device for the automatic transmission according to item 2 . 4. A control device for an automatic transmission, wherein the output of an internal combustion engine mounted on a vehicle is shifted according to a shift characteristic preset according to an operating state via frictional engagement elements and transmitted to a drive wheel. a. Input shaft rotational speed detecting means for detecting an input shaft rotational speed input to the automatic transmission, b. Output shaft rotation speed detecting means for detecting the output shaft rotation speed output from the automatic transmission, c. Hydraulic oil temperature detecting means for detecting the hydraulic oil temperature of the automatic transmission, d. Hydraulic oil viscosity calculating means for calculating the viscosity of the hydraulic oil of the automatic transmission according to a predetermined characteristic from the detected hydraulic oil temperature, e. Output torque calculation means for calculating the output torque of the friction engagement element necessary to realize the shift, f. Clutch disk surface pressure calculation means for calculating the clutch disk surface pressure from the output torque of the friction engagement element, g. State value calculating means for calculating a state value of the friction engagement element from at least the calculated viscosity of the hydraulic oil, the calculated clutch disk surface pressure, and the detected input shaft rotational speed and output shaft rotational speed; ． Friction coefficient calculating means for calculating the friction coefficient of the friction engagement element according to a predetermined characteristic from the calculated state value, j. The calculated output torque is compared with a predetermined coefficient by the friction coefficient.
Friction that is calculated by dividing friction product by friction coefficient
Engagement element pressing force calculation means, k. The frictional engagement is calculated from the calculated frictional engagement element pressing force.
Subtracts centrifugal oil pressure acting on the element and returns
Add the spring force and use the value thus obtained to determine the friction engagement
A hydraulic pressure amount calculating means for calculating a hydraulic pressure amount to be supplied to the friction engagement element by dividing by a plain pressure receiving area , and l . A hydraulic control circuit that supplies hydraulic pressure to the friction engagement element based on the calculated hydraulic pressure amount. 5. The clutch disc surface pressure calculation means,
5. The automatic transmission control according to claim 4 , wherein the friction coefficient is calculated based on the calculated output torque and the friction coefficient, and a fixed value or a previous value of the calculated friction coefficient is used as the friction coefficient. apparatus.