JP3524358B2 - Transmission control device for automatic transmission - Google Patents
Transmission control device for automatic transmissionInfo
- Publication number
- JP3524358B2 JP3524358B2 JP34876997A JP34876997A JP3524358B2 JP 3524358 B2 JP3524358 B2 JP 3524358B2 JP 34876997 A JP34876997 A JP 34876997A JP 34876997 A JP34876997 A JP 34876997A JP 3524358 B2 JP3524358 B2 JP 3524358B2
- Authority
- JP
- Japan
- Prior art keywords
- shift
- pressure
- engagement
- shifting
- engine
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired - Fee Related
Links
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/021—Introducing corrections for particular conditions exterior to the engine
- F02D41/0215—Introducing corrections for particular conditions exterior to the engine in relation with elements of the transmission
- F02D41/023—Introducing corrections for particular conditions exterior to the engine in relation with elements of the transmission in relation with the gear ratio shifting
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D11/00—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated
- F02D11/06—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance
- F02D11/10—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the electric type
- F02D11/105—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the electric type characterised by the function converting demand to actuation, e.g. a map indicating relations between an accelerator pedal position and throttle valve opening or target engine torque
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Control Of Transmission Device (AREA)
- Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
- Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
Description
【０００１】[0001]
【発明の属する技術分野】本発明は、自動変速機の変速
制御装置に関し、特に、変速応答性を改善した技術に関
する。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a shift control device for an automatic transmission, and more particularly to a technique for improving shift responsiveness.
【０００２】[0002]
【従来の技術】従来から、１方向クラッチを用いずに、
２つの摩擦係合要素の締結と解放とを同時に油圧制御し
て変速を行う車両用自動変速機が知られており、かかる
自動変速機においては、解放側に対して相対的に締結側
の油圧変化が遅いとエンジン回転の吹け上がりが発生
し、逆に、解放側に対して締結側の油圧変化が早いとト
ルクの引け，エンジン回転の低下（以下インターロック
という) が発生するという特性を有する。2. Description of the Related Art Conventionally, without using a one-way clutch,
BACKGROUND ART There is known an automatic transmission for a vehicle that performs hydraulic control by simultaneously hydraulically controlling engagement and disengagement of two friction engagement elements. In such an automatic transmission, the hydraulic pressure on the engagement side relative to the disengagement side is known. If the change is slow, the engine speed will rise, and conversely, if the hydraulic pressure on the engagement side changes faster than the release side, torque will drop and engine speed will decrease (hereinafter referred to as interlock). .
【０００３】このため、従来より、変速機入力軸の回転
速度の変化を監視しつつ、解放側及び締結側の摩擦係合
要素の油圧を制御して変速を行うことが一般に行われて
いる。例えば、特開平６−３０７５２４号公報に開示さ
れるものでは、一例としてパワーオン状態（アクセルペ
ダルが踏み込まれた状態) でのシフトアップ変速時に
は、変速機入力軸の回転速度が変速直前の基準回転速度
に対して所定量大きく設定された回転速度を超えないよ
うに解放側の摩擦係合要素の油圧をフィードバック制御
した後、入力軸回転速度が所定回転速度に低下してから
解放側の摩擦係合要素の油圧を解放状態まで減少させ、
締結側の摩擦係合要素の油圧を増大して締結を切り換え
て変速を行うようにしている。即ち、締結側の摩擦係合
要素の有効な係合開始を変速前の入力軸回転速度近傍で
行われるように制御してスムースに変速されることを狙
っている。For this reason, conventionally, it has been generally practiced to control the hydraulic pressures of the friction engagement elements on the release side and the engagement side to shift gears while monitoring changes in the rotational speed of the transmission input shaft. For example, in the one disclosed in Japanese Patent Laid-Open No. 6-307524, as an example, at the time of shift-up shifting in the power-on state (state in which the accelerator pedal is depressed), the rotation speed of the transmission input shaft is the reference rotation speed immediately before shifting. After feedback-controlling the hydraulic pressure of the friction engagement element on the release side so that the rotation speed that is set a certain amount larger than the speed is not exceeded, the friction coefficient on the release side is reduced after the input shaft rotation speed has decreased to the predetermined rotation speed. Reduce the hydraulic pressure of the compound element to the released state,
The hydraulic pressure of the frictional engagement element on the engagement side is increased to switch the engagement to perform gear shifting. That is, the purpose is to smoothly shift the gear by controlling the effective engagement start of the engagement side frictional engagement element to be performed near the input shaft rotation speed before the gear shift.
【０００４】[0004]
【発明が解決しようとする課題】しかしながら、このよ
うに変速機の入力軸回転速度を監視しながら摩擦係合要
素の油圧を制御する従来方式では、どうしても応答遅れ
が生じる。前記従来例では、制御指令から実際に油圧が
変化して摩擦係合要素が作動するまでの遅れを考慮して
油圧制御を早めに切り換えるように該切換時の入力軸回
転速度を設定しているが、変速時のアクセルペダル踏み
込み量に応じたエンジントルクによって入力軸回転速度
の変化特性が異なるため、入力軸回転速度検出値に基づ
くフィードバック制御では油圧変化速度の設定に限界が
あり変速に要する時間を十分短縮できるものではなかっ
た。However, in the conventional system in which the hydraulic pressure of the friction engagement element is controlled while monitoring the input shaft rotation speed of the transmission in this way, a response delay is inevitable. In the above-mentioned conventional example, the input shaft rotation speed at the time of switching is set so that the hydraulic control is switched earlier in consideration of the delay from the control command when the hydraulic pressure actually changes and the friction engagement element operates. However, since the change characteristic of the input shaft rotation speed differs depending on the engine torque according to the accelerator pedal depression amount during gear shifting, feedback control based on the detected input shaft rotation speed has a limit in the setting of the hydraulic pressure changing speed and the time required for gear shifting. Could not be shortened sufficiently.
【０００５】本発明は、このような従来の課題に着目し
てなされたもので、変速応答遅れを可及的に小さくする
ことができる自動変速機の変速制御装置を提供すること
を目的とする。The present invention has been made in view of such conventional problems, and an object of the present invention is to provide a shift control device for an automatic transmission which can reduce a shift response delay as much as possible. .
【０００６】[0006]
【課題を解決するための手段】このため請求項１に係る
発明は、エンジンに接続された自動変速機における複数
の摩擦係合要素の締結圧を制御しつつ締結を切り換える
ことによって変速を行う変速制御装置において、変速中
にエンジントルクを略一定に保持すると共に、 変速時に
締結を解放する側の摩擦係合要素の締結圧を、変速開始
と同時に前記変速中のエンジントルクに見合った締結時
の締結力Ｐ１が得られる値まで低下させて所定時間維持
し、その後前記変速中のエンジントルクに対して該摩擦
係合要素がトルクを伝達できる大きさの締結圧Ｐ２まで
低下させて所定時間維持し、その後該摩擦係合要素を解
放時の締結圧まで減少し、 一方、前記変速時に締結を解
放する側の摩擦係合要素の締結圧が前記Ｐ１からＰ２に
切り換えられた後解放時の締結圧まで低下する間に、変
速時に解放から締結する側の摩擦係合要素の締結圧を、
解放時の締結圧から前記締結圧Ｐ１まで徐々に増大さ
せ、該締結圧Ｐ１に所定時間維持した後、変速後のエン
ジン目標トルクに見合った締結圧まで増大させることを
特徴とする。Therefore, the invention according to claim 1 is a gear shift for shifting gears by controlling engagement pressures of a plurality of friction engagement elements in an automatic transmission connected to an engine. the control unit holds the engine torque at the nearly fixed level during the shifting, during a shift
Shifting starts the fastening pressure of the frictional engagement element on the side that releases the fastening.
At the same time, when tightening to match the engine torque during the shift
The fastening force P1 of is reduced to a value that can be obtained and maintained for a predetermined time.
The friction against the engine torque during the shift
Up to the fastening pressure P2 at which the engagement element can transmit torque
Lower it for a certain period of time and then release the friction engagement element.
The engagement pressure at the time of release is reduced, while the engagement is released during the shift.
The fastening pressure of the frictional engagement element on the release side changes from P1 to P2.
After switching, the pressure changes while the engagement pressure at release is reduced.
The fastening pressure of the friction engagement element on the side to be engaged from the release at the time of speed,
Gradually increase from the engagement pressure at release to the engagement pressure P1.
After the engagement pressure P1 is maintained for a predetermined time, the
The feature is that the engagement pressure is increased to match the gin target torque .
【０００７】請求項１に係る発明によると、変速中のエ
ンジントルクを一定に保持することにより、変速機の入
力軸回転速度を検出することなく解放側及び締結側の摩
擦係合要素の締結圧を適切な値にフィードフォワード制
御することができ、可及的に変速時間を短縮して応答性
を向上させることができる。また、変速時に締結を解放
する側の摩擦係合要素の締結圧を、変速中のエンジント
ルクに見合った締結時の締結力Ｐ１が得られる値まで低
下させ、この状態で安定するように所定時間維持した
後、変速中のエンジントルクに対して解放側の摩擦係合
要素がトルクを伝達できるぎりぎりの大きさに設定され
た値まで減少させることにより、その後の、締結側摩擦
係合要素の締結圧の増大による変速動作をスムースに行
わせることができる。 According to the first aspect of the present invention, by keeping the engine torque constant during the shift, the engaging pressures of the friction engaging elements on the releasing side and the engaging side can be detected without detecting the rotational speed of the input shaft of the transmission. Can be feedforward controlled to an appropriate value, and the shift time can be shortened as much as possible to improve the responsiveness. Also, release the engagement when shifting
The engaging pressure of the friction engagement element on the
Low enough to obtain the tightening force P1 at the time of tightening that matches the torque
And kept in this state for a predetermined time to stabilize.
After that, frictional engagement on the release side with respect to engine torque during shifting
The elements are set to the bare
After that, the friction on the fastening side can be reduced
Smooth shifting of gears by increasing the engaging pressure of engaging elements
You can make it.
【０００８】[0008]
【０００９】また、請求項２に係る発明は、変速中のエ
ンジントルクを、変速直前のエンジン運転状態に応じて
設定することを特徴とする。請求項２に係る発明による
と、変速直前のエンジン運転状態に応じて変速中のエン
ジントルクを設定することにより、非変速時と変速中と
のエンジントルクの段差を小さくして変速前後のトルク
ショックを緩和することができる。The invention according to claim 2 is characterized in that the engine torque during the shift is set according to the engine operating state immediately before the shift. According to the second aspect of the present invention, the engine torque during shifting is set according to the engine operating state immediately before shifting, so that the difference in engine torque between non-shifting and shifting can be reduced, and torque shock before and after shifting can be reduced. Can be relaxed.
【００１０】また、請求項３に係る発明は、スロットル
弁の開度を電子制御することにより、変速中のエンジン
トルクを制御することを特徴とする。請求項３に係る発
明によると、電子制御されるスロットル弁の開度制御に
よって、変速中のエンジントルクを容易に制御すること
ができる。The invention according to claim 3 is characterized in that the engine torque during gear shifting is controlled by electronically controlling the opening of the throttle valve. According to the third aspect of the invention, the engine torque during shifting can be easily controlled by the electronically controlled throttle valve opening control.
【００１１】[0011]
【発明の実施の形態】以下に、本発明の実施の形態を図
に基づいて説明する。図１は、本発明に係る自動変速機
の変速制御装置のシステム構成を示す図であり、図示し
ない車両に搭載されるエンジン１の出力トルクは、自動
変速機２を介して駆動輪に伝達される。該エンジン１に
は、吸気系に電子制御スロットル弁11が介装されてお
り、エンジンコントロールユニット（ＥＣＵ) 12からの
制御信号によりスロットル弁11の開度をするようになっ
ている。例えば、車両走行条件（アクセルペダルの踏み
込み量とエンジン回転速度又は車速) に基づいてエンジ
ン１の目標トルクを設定し、該目標トルクを得るように
目標スロットル弁開度を設定してスロットル弁11開度を
制御するような構成とすることもできる。BEST MODE FOR CARRYING OUT THE INVENTION Embodiments of the present invention will be described below with reference to the drawings. FIG. 1 is a diagram showing a system configuration of a shift control device for an automatic transmission according to the present invention. Output torque of an engine 1 mounted on a vehicle (not shown) is transmitted to drive wheels via an automatic transmission 2. It An electronically controlled throttle valve 11 is provided in the intake system of the engine 1, and the opening of the throttle valve 11 is controlled by a control signal from an engine control unit (ECU) 12. For example, the target torque of the engine 1 is set based on the vehicle traveling conditions (the accelerator pedal depression amount and the engine rotation speed or vehicle speed), and the target throttle valve opening is set to obtain the target torque, and the throttle valve 11 is opened. It is also possible to adopt a configuration in which the degree is controlled.
【００１２】前記自動変速機２は、クラッチ，ブレーキ
などの摩擦係合要素に対する作動油圧の供給を、ソレノ
イドバルブユニット３によって制御することで変速が行
われる構成のものであり、前記ソレノイドバルブユニッ
ト３はマイクロコンピュータを内蔵したＡ／Ｔコントロ
ールユニット４からの制御信号に応じて動作する。具体
的には、図２に示すように、トルクコンバータＴ／Ｃを
介してエンジンの出力トルクを入力する構成であって、
フロント遊星歯車組83，リア遊星歯車組84を備えると共
に、摩擦係合要素として、リバースクラッチＲ／Ｃ，ハ
イクラッチＨ／Ｃ，バンドブレーキＢ／Ｂ，ロー＆リバ
ースブレーキＬ＆Ｒ／Ｂ，フォワードクラッチＦＷＤ／
Ｃを備える。尚、図２において、81は変速機の入力軸，
82は変速機の出力軸を示し、また、Ｎｅはエンジン回転
速度，Ｎｔはタービン回転速度，Ｎｏは出力軸回転速度
を示す。[0012] The automatic transmission 2 has a construction in which a hydraulic pressure is supplied to frictional engagement elements such as a clutch and a brake by controlling the solenoid valve unit 3 to change gears. Operates in response to a control signal from an A / T control unit 4 incorporating a microcomputer. Specifically, as shown in FIG. 2, the output torque of the engine is input via the torque converter T / C.
The front planetary gear set 83 and the rear planetary gear set 84 are provided, and the reverse clutch R / C, high clutch H / C, band brake B / B, low & reverse brake L & R / B, and forward clutch FWD are provided as friction engagement elements. /
With C. In FIG. 2, 81 is the input shaft of the transmission,
Reference numeral 82 represents the output shaft of the transmission, Ne represents the engine rotation speed, Nt represents the turbine rotation speed, and No represents the output shaft rotation speed.
【００１３】上記構成において、図３に示すように、前
記リバースクラッチＲ／Ｃ，ハイクラッチＨ／Ｃ，バン
ドブレーキＢ／Ｂ，ロー＆リバースブレーキＬ＆Ｒ／
Ｂ，フォワードクラッチＦＷＤ／Ｃの締結，解放の組合
せに応じて変速が行われ、例えば、３速→４速のアップ
シフト時には、フォワードクラッチＦＷＤ／Ｃの解放
と、バンドブレーキＢ／Ｂの締結とが同時に行われるこ
とになる。即ち、本実施の形態における自動変速機２
は、１方向クラッチを用いずに、２つの摩擦係合要素の
締結と解放とを油圧制御によって同時に行わせる変速
（所謂クラッチツウクラッチ変速) を実行する構成とな
っている。In the above structure, as shown in FIG. 3, the reverse clutch R / C, the high clutch H / C, the band brake B / B, the low & reverse brake L & R /.
B, shifting is performed according to a combination of engagement and disengagement of the forward clutch FWD / C. For example, during upshifting from the third speed to the fourth speed, the forward clutch FWD / C is disengaged and the band brake B / B is engaged. Will be done at the same time. That is, the automatic transmission 2 according to the present embodiment
Is configured to execute a shift (so-called clutch-to-clutch shift) in which two friction engagement elements are simultaneously engaged and disengaged by hydraulic control without using a one-way clutch.
【００１４】前記コントロールユニット４には、前記ソ
レノイドバルブユニット３の各ソレノイドの駆動電流と
油圧との相関を示すテーブルが記憶されており、目標油
圧を演算すると、この目標油圧に対応する駆動電流をテ
ーブル変換によって求めて、前記ソレノイドの駆動電流
を制御する。ここで、ソレノイドに実際に流れる電流を
検出し、前記テーブル変換によって求めた目標駆動電流
に実際の電流が一致するようにフィードバック制御する
ことが好ましい。The control unit 4 stores a table showing the correlation between the drive current of each solenoid of the solenoid valve unit 3 and the oil pressure. When the target oil pressure is calculated, the drive current corresponding to this target oil pressure is calculated. The drive current of the solenoid is controlled by the table conversion. Here, it is preferable to detect the current actually flowing in the solenoid and perform feedback control so that the actual current matches the target drive current obtained by the table conversion.
【００１５】次に、本発明に係る変速制御について説明
する。図４は、変速時におけるエンジン制御のルーチン
を示すフローチャートである。ステップ１では、ＡＴコ
ントロールユニット４からの変速情報に基づき変速開始
指令が発せられたか否かを判定する。Next, the shift control according to the present invention will be described. FIG. 4 is a flowchart showing an engine control routine at the time of shifting. In step 1, it is determined based on the shift information from the AT control unit 4 whether a shift start command has been issued.
【００１６】ステップ１で変速開始指令が発せられたと
判定されたときは、ステップ２へ進み変速中の目標トル
クＴ１に対応したスロットル弁11の開度を設定する。具
体的には、目標トルクＴ１とエンジン回転速度Ｎｅとか
らスロットル弁開度のテーブルを検索して求めることが
できるが、簡易的には、目標トルクＴ１のみからスロッ
トル弁開度を設定するようにしてもよい。When it is determined in step 1 that the gear shift start command is issued, the routine proceeds to step 2, where the opening degree of the throttle valve 11 corresponding to the target torque T1 during gear shift is set. Specifically, the table of the throttle valve opening can be obtained by searching from the target torque T1 and the engine rotation speed Ne, but simply, the throttle valve opening is set only from the target torque T1. May be.
【００１７】ステップ３では、スロットル弁11の開度を
前記設定された開度に制御する。ステップ４では、前記
変速情報に基づき変速終了指令が発せられたか否かを判
定する。ステップ４の判定により、変速終了指令が発せ
られる前は、ステップ３に戻って変速中のエンジントル
ク制御を継続し、変速終了指令が発せられると、このル
ーチンを終了して、通常のスロットル弁開度制御に切り
換える。In step 3, the opening of the throttle valve 11 is controlled to the above-mentioned set opening. In step 4, it is determined based on the shift information whether a shift end command is issued. According to the determination in step 4, before the gear shift end command is issued, the process returns to step 3 to continue the engine torque control during gear shift, and when the gear shift end command is issued, this routine is ended and the normal throttle valve opening is performed. Switch to degree control.
【００１８】このようにしてエンジントルクを一定に保
持しつつ、ＡＴコントロールユニット４は、解放側及び
締結側の摩擦係合要素の油圧を制御して変速制御を行
う。該変速時の油圧制御特性を図５を参照して説明す
る。変速開始指令と同時に解放側摩擦係合要素の油圧を
ステップ的に第１の設定値Ｐ１まで減少させる。該第１
の設定値Ｐ１は、前記変速中に制御されるエンジントル
クＴ１に見合った締結時の締結力が得られるように設定
されている。この状態で安定するように所定時間維持し
た後、解放側摩擦係合要素の油圧を第２の設定値Ｐ２ま
で減少させる。該第２の設定値Ｐ２は、エンジントルク
Ｔ１に対して解放側の摩擦係合要素がトルクを伝達でき
るぎりぎりの大きさに設定されている。In this manner, the AT control unit 4 controls the hydraulic pressures of the friction engagement elements on the disengagement side and the engagement side to perform the shift control while keeping the engine torque constant. The hydraulic control characteristics during the shift will be described with reference to FIG. Simultaneously with the shift start command, the hydraulic pressure of the disengagement side frictional engagement element is reduced stepwise to the first set value P1. The first
The set value P1 of is set so that the fastening force at the time of fastening that corresponds to the engine torque T1 controlled during the shift can be obtained. After maintaining for a predetermined time so as to be stable in this state, the hydraulic pressure of the disengagement side frictional engagement element is reduced to the second set value P2. The second set value P2 is set to a value at which the frictional engagement element on the disengagement side can transmit torque with respect to the engine torque T1.
【００１９】解放側摩擦係合要素の油圧を前記第２の設
定値Ｐ２に維持したまま、締結側摩擦係合要素の油圧を
漸増させる。これにより、締結側摩擦係合要素の締結力
が増大し、解放側摩擦係合要素でスリップを生じつつ入
力軸回転速度は変速後の回転速度に近づけられる。締結
側摩擦係合要素の油圧が第３の設定値Ｐ３まで上昇した
ところで、解放側摩擦係合要素の油圧を急速に解放時の
油圧まで減少させ、一方、締結側摩擦係合要素の油圧
は、上昇速度を大きくしてエンジントルクＴ１に見合っ
た前記第１の設定値Ｐ１まで上昇させる。The hydraulic pressure of the engagement side frictional engagement element is gradually increased while maintaining the hydraulic pressure of the disengagement side frictional engagement element at the second set value P2. As a result, the fastening force of the fastening-side frictional engagement element increases, and the input-shaft rotational speed approaches the rotational speed after shifting while causing slippage in the release-side frictional engaging element. When the hydraulic pressure of the engagement side frictional engagement element rises to the third set value P3, the hydraulic pressure of the disengagement side frictional engagement element is rapidly reduced to the hydraulic pressure at the time of disengagement, while the hydraulic pressure of the engagement side frictional engagement element is , The increasing speed is increased to the first set value P1 corresponding to the engine torque T1.
【００２０】この状態にしばらくの間維持して変速を完
了させ、変速終了指令が発せられてエンジントルクが走
行条件に応じた目標トルクに切り換えられると、該切換
後の目標トルクに見合った締結力が得られるように締結
側摩擦係合要素の油圧を上昇させる。このようにすれ
ば、変速中にエンジントルクを一定に維持し、解放側摩
擦係合要素の油圧をフィードフォワード制御によって該
エンジントルクに見合った油圧まで減少させた後、締結
側摩擦係合要素の油圧を増大して変速を行うようにした
ため、応答性良く、かつ、スムースに変速を行うことが
できる。When this condition is maintained for a while to complete the gear shift, and a gear shift end command is issued to switch the engine torque to a target torque according to the running condition, the fastening force commensurate with the target torque after the gear change. The hydraulic pressure of the engagement side frictional engagement element is increased so that With this configuration, the engine torque is maintained constant during the shift, and the hydraulic pressure of the disengagement side frictional engagement element is reduced to the hydraulic pressure corresponding to the engine torque by the feedforward control, and then the engagement side frictional engagement element is reduced. Since the shift is performed by increasing the hydraulic pressure, the shift can be smoothly performed with good responsiveness.
【００２１】次に、第２の実施の形態について説明す
る。第１の実施の形態では変速中のエンジントルクを運
転条件によらず一定値Ｔ１に制御しつつ変速を行わせる
構成としたが、第２の実施の形態では急速にできるの
で、変速前のエンジンの運転状態例えばエンジン回転速
度Ｎｅと燃料噴射量Ｔｐとに基づいて変速中のエンジン
トルクを設定する構成とする。ここで、該変速中のエン
ジントルクは、変速前のエンジントルクとの差があまり
大きくならないように設定する。Next, a second embodiment will be described. In the first embodiment, the engine torque during shifting is controlled to a constant value T1 regardless of the operating conditions, and the shifting is performed. However, in the second embodiment, the engine torque before shifting can be changed rapidly. The engine torque during shifting is set on the basis of the operating state, for example, the engine rotation speed Ne and the fuel injection amount Tp. Here, the engine torque during the shift is set so that the difference from the engine torque before the shift does not become too large.
【００２２】一方、変速時における摩擦係合要素の油圧
の制御も前記変速前のエンジン運転状態に基づいて設定
されたエンジントルクに見合うように第１〜第３の設定
値Ｐ１〜Ｐ３を設定して制御する。このようにすれば、
非変速時のエンジントルクと変速中のエンジントルクと
の段差を小さくした状態で変速を行うことができ、変速
前後のトルクショックを緩和できる。On the other hand, the control of the hydraulic pressure of the friction engagement element at the time of shifting is also set by setting the first to third set values P1 to P3 so as to correspond to the engine torque set based on the engine operating state before the shifting. Control. If you do this,
The gear shift can be performed in a state where the step difference between the engine torque during non-shift and the engine torque during shift is small, and the torque shock before and after the shift can be mitigated.
【図１】本発明が適用される自動変速機を示すシステム
図。FIG. 1 is a system diagram showing an automatic transmission to which the present invention is applied.
【図２】自動変速機の詳細を示す構成図。FIG. 2 is a configuration diagram showing details of an automatic transmission.
【図３】上記自動変速機における摩擦係合要素の締結状
態の組合せによる変速の様子を示す図。FIG. 3 is a diagram showing a state of gear shifting depending on a combination of fastening states of friction engagement elements in the automatic transmission.
【図４】一実施の形態に係る変速時のエンジントルク制
御ルーチンのフローチャート。FIG. 4 is a flowchart of an engine torque control routine during gear shift according to one embodiment.
【図５】同上実施の形態に係る変速時の油圧制御の様子
を示すタイムチャート。FIG. 5 is a time chart showing a state of hydraulic control during shifting according to the embodiment.
１ エンジン ２ 自動変速機 ３ ソレノイドバルブユニット ４ ＡＴコントロールユニット 11 スロットル弁 12 エンジンコントロールユニット 83 フロント遊星歯車組 84 リア遊星歯車組 Ｒ／Ｃ リバースクラッチ Ｈ／Ｃ ハイクラッチ Ｂ／Ｂ バンドブレーキ Ｌ＆Ｒ／Ｂ ロー＆リバースブレーキ ＦＷＤ／Ｃ フォワードクラッチ 1 engine 2 automatic transmission 3 Solenoid valve unit 4 AT control unit 11 Throttle valve 12 Engine control unit 83 Front planetary gear set 84 Rear planetary gear set R / C reverse clutch H / C high clutch B / B band brake L & R / B Low & Reverse Brake FWD / C forward clutch
───────────────────────────────────────────────────── フロントページの続き (51)Int.Cl.7 識別記号 ＦＩ Ｆ１６Ｈ 61/06 Ｆ１６Ｈ 61/06 (72)発明者 湯浅 弘之 神奈川県厚木市恩名1370番地 株式会社 ユニシアジェックス内 (72)発明者 堀口 正伸 神奈川県厚木市恩名1370番地 株式会社 ユニシアジェックス内 (56)参考文献 特開 平３−186652（ＪＰ，Ａ) 特開 平３−157560（ＪＰ，Ａ) 特開 平５−280632（ＪＰ，Ａ) 特開 平４−334734（ＪＰ，Ａ) 特開 平８−296731（ＪＰ，Ａ) 特開 平４−211760（ＪＰ，Ａ) 特開 平９−144572（ＪＰ，Ａ) 特開 平７−285360（ＪＰ，Ａ) 特開 平４−339031（ＪＰ，Ａ) 特開 平10−19115（ＪＰ，Ａ) 特開 平10−153256（ＪＰ，Ａ) 特開 平10−181386（ＪＰ，Ａ) 特開 平10−250415（ＪＰ，Ａ) 特開 平２−46362（ＪＰ，Ａ) (58)調査した分野(Int.Cl.7，ＤＢ名) B60K 41/06 F02D 29/00 F02D 41/04 310 F16H 61/06 ─────────────────────────────────────────────────── ─── Continuation of the front page (51) Int.Cl. 7 Identification symbol FI F16H 61/06 F16H 61/06 (72) Inventor Hiroyuki Yuasa 1370 Onna, Atsugi, Kanagawa Prefecture (72) Invention Person Masanobu Horiguchi 1370, Onna, Atsugi, Kanagawa Pref., Unisia Jecs Co., Ltd. (56) Reference JP-A-3-186652 (JP, A) JP-A-3-157560 (JP, A) JP-A-5-280632 ( JP, A) JP 4-334734 (JP, A) JP 8-296731 (JP, A) JP 4-211760 (JP, A) JP 9-144572 (JP, A) JP 7-285360 (JP, A) JP-A-4-339031 (JP, A) JP-A-10-19115 (JP, A) JP-A-10-153256 (JP, A) JP-A-10-181386 (JP , A) JP-A-10-250415 (JP, A) JP-A-2-46362 (JP, A) (58) Fields investigated (Int.Cl. 7 , DB name) B60K 41/06 F02D 29/00 F02D 41/04 310 F16H 61/06
Claims (3)
複数の摩擦係合要素の締結圧を制御しつつ締結を切り換
えることによって変速を行う変速制御装置において、 変速中にエンジントルクを略一定に保持すると共に、 変速時に締結を解放する側の摩擦係合要素の締結圧を、
変速開始と同時に前記変速中のエンジントルクに見合っ
た締結時の締結力Ｐ１が得られる値まで低下させて所定
時間維持し、その後前記変速中のエンジントルクに対し
て該摩擦係合要素がトルクを伝達できる大きさの締結圧
Ｐ２まで低下させて所定時間維持し、その後該摩擦係合
要素を解放時の締結圧まで減少し、 一方、前記変速時に締結を解放する側の摩擦係合要素の
締結圧が前記Ｐ１からＰ２に切り換えられた後解放時の
締結圧まで低下する間に、変速時に解放から締結する側
の摩擦係合要素の締結圧を、解放時の締結圧から前記締
結圧Ｐ１まで徐々に増大させ、該締結圧Ｐ１に所定時間
維持した後、変速後のエンジン目標トルクに見合った締
結圧まで増大させること を特徴とする自動変速機の変速
制御装置。1. A shift control device that shifts gears by controlling engagement pressures of a plurality of frictional engagement elements in an automatic transmission connected to an engine to perform gear shifts, and keeps engine torque substantially constant during gear shifts. while, the engagement pressure of the frictional engagement element on the side to release the engagement during a shift,
At the same time when the shift is started, the engine torque during the shift is matched
The fastening force P1 at the time of fastening is reduced to a value that can be obtained
Maintain the time, then the engine torque during the shift
And the frictional engagement element has a fastening pressure that is large enough to transmit torque.
Reduce to P2 and maintain for a specified time, then frictional engagement
The element is reduced to the engagement pressure at the time of disengagement, while the frictional engagement element on the side that releases the engagement at the time of shifting is
After releasing the fastening pressure after switching from P1 to P2
Side that is engaged from release during shifting while the pressure drops to the engagement pressure
The fastening pressure of the friction engagement element of the
Gradually increase to the consolidating pressure P1 and apply the fastening pressure P1 for a predetermined time.
After maintaining it, tighten it according to the engine target torque after shifting.
A shift control device for an automatic transmission, which is characterized in that the pressure is increased to a condensing pressure .
ンジン運転状態に応じて設定することを特徴とする請求
項１に記載の自動変速機の変速制御装置。The engine torque wherein during shifting, and setting according to the engine operating state immediately before the shift claims
Item 1. A shift control device for an automatic transmission according to Item 1 .
より、変速中のエンジントルクを制御することを特徴と
する請求項１または請求項２に記載の自動変速機の変速
制御装置。 3. A shift control device for an automatic transmission according to claim 1 , wherein the engine torque during shifting is controlled by electronically controlling the opening of the throttle valve.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP34876997A JP3524358B2 (en) | 1997-12-18 | 1997-12-18 | Transmission control device for automatic transmission |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP34876997A JP3524358B2 (en) | 1997-12-18 | 1997-12-18 | Transmission control device for automatic transmission |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH11180190A JPH11180190A (en) | 1999-07-06 |
| JP3524358B2 true JP3524358B2 (en) | 2004-05-10 |
Family
ID=18399247
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP34876997A Expired - Fee Related JP3524358B2 (en) | 1997-12-18 | 1997-12-18 | Transmission control device for automatic transmission |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP3524358B2 (en) |
Families Citing this family (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP6897308B2 (en) * | 2017-05-19 | 2021-06-30 | いすゞ自動車株式会社 | Control device for automatic transmission |
-
1997
- 1997-12-18 JP JP34876997A patent/JP3524358B2/en not_active Expired - Fee Related
Also Published As
| Publication number | Publication date |
|---|---|
| JPH11180190A (en) | 1999-07-06 |
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