JP3529193B2 - 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 a shift control device for a vehicle equipped with an automatic transmission.

[0002]

2. Description of the Related Art In an electronically controlled automatic transmission, a shift solenoid (solenoid valve) is used to switch supply and cutoff of hydraulic pressure to a built-in engagement element (clutch or brake) to change a combination of engagement elements. . Further, the hydraulic pressure level supplied to each engagement element is adjusted by changing the duty ratio for repeatedly operating the line pressure solenoid (electromagnetic valve). The line pressure solenoid drops the high pressure generated by an oil pump built into the automatic transmission to a predetermined pressure level and keeps it constant.

In an electronically controlled automatic transmission, the duty ratio of the line pressure solenoid during shifting is reduced to lower the hydraulic pressure level of the engagement element, and the engagement speed of the engagement element is reduced (= extending the friction time). ), The shift shock associated with the engagement of the engagement elements is mitigated. Such transient hydraulic pressure control in an automatic transmission is disclosed in, for example, Japanese Patent Laid-Open No. 2-2299.
No. 59 publication. Here, the hydraulic pressure level from the shift start judgment to the friction start of the engagement element is significantly reduced, the hydraulic pressure level from the friction start to the completion of engagement is slightly increased, and at the same time as the engagement is completed, the hydraulic pressure level is slightly decreased and maintained. , After that, the hydraulic pressure level is returned to the normal state.

In the electronically controlled automatic transmission, the duty value of the line pressure solenoid in the shifting process is adjusted,
The time for fastening the fastening elements (the time from the start of friction of the fastening elements to the completion of fastening, hereinafter referred to as fastening time) can be adjusted. If the engagement time is long, the shift time is extended, impairing the drivability and acceleration feeling of the automobile, and the wear of the friction plate is increased to shorten the life of the engagement element. On the other hand, when the engagement time is short, the shift shock becomes large. Japanese Patent Laid-Open No. 1-1691
Japanese Patent Laid-Open No. 64 discloses an example in which learning control is introduced for such hydraulic pressure level adjustment of an automatic transmission. Here, the engagement time is measured for each shift and compared with a reference value, and if it is outside the allowable range, the set value of the duty ratio in the next similar shift is rewritten. When the engagement time is longer than the reference value, the next oil pressure level is increased to shorten the engagement time. On the other hand, if the fastening time is shorter than the reference value,
Increase the hydraulic pressure level next time to extend the engagement time. Here, the control target is limited to the automatic transmission, and control that goes back to the engine is not performed. Further, the fluctuation pattern of the hydraulic pressure level is fixed, and the entire fluctuation pattern moves up and down.

[0005]

The applicant of the present invention has previously proposed that
In Japanese Patent Application No. 6-234622, a control method for an automatic transmission is proposed in which the line shock during the engagement time is further finely adjusted so that the shift shock is small even in the relatively short engagement time. Here, the set value of the duty value at each of a large number of times obtained by dividing the period in which the fastening element is fastened is stored in the memory, and the set value read from the memory is set momentarily in the line pressure solenoid. From the start of friction of the fastening element to the completion of the fastening, the hydraulic pressure level supplied to the fastening element is automatically increased / decreased. Further, as an example, a band brake, which is one of the fastening elements, is used, and a duty solenoid is used as the line pressure solenoid that adjusts the fastening pressure of the band brake. Then, the set value accumulated in the memory is not constantly fixed and is optimally rewritten by the learning function. The fastening reaction force of the fastening element, for example, the stress of the anchor member that attaches the band brake is detected and compared with the reference value of the fastening reaction force, and if the fastening reaction force at a certain time exceeds the allowable width, the Correct the data.

However, in this case, it is necessary to incorporate a stress sensor for detecting the fastening reaction force of the fastening element into the automatic transmission. In addition, it is necessary to add wiring from the stress sensor in the automatic transmission to the external connector of the automatic transmission and wiring from the external connector to the automatic transmission controller.
A transmission mechanism including a fastening element, a torque converter, an oil pump, a hydraulic control valve unit, and the like are packed in a housing of an automatic transmission. Also, the automatic transmission itself is held in a narrow space provided on the vehicle body side. Therefore, it is difficult to attach and wire the stress sensor with a fastening element other than the band brake. Even if it is a band brake, there is no need to install a stress sensor and wiring.

By the way, the control disclosed in Japanese Patent Application No. 6-234622 has a problem that the engagement time is extended when the engine speed is high as compared with when the engine speed is low. 12 and 13 are explanatory diagrams of problems of the conventional control. In FIG. 12, (a) shows the case where the shift point is normal, and (b) shows the case where the shift point is high. In FIG. 13, (a) shows a normal gear shift state, (b) shows a state in which the foot is released, and (c) shows a power mode and a normal mode.

Since the rotational speeds of a large number of rotating elements included in an engine or an automatic transmission change stepwise before and after shifting, the rotational inertia force (hereinafter referred to as inertia) of these rotating elements also varies before and after shifting. Change. The gradual change in inertia is dispersed and absorbed within the engagement time, and the change in inertia absorption speed during the engagement time constitutes a part of the shift shock. Therefore, as shown in FIG. 12, when the fluctuation range of the output torque during the period in which the fastening elements are fastened is controlled to be equal to or less than a certain value, the engine speed is low in the state of large engine speed and large inertia (b). The fastening time is longer than in the case of (a). In other words, unless the engagement time is lengthened, the shift shock becomes large and the driver is uncomfortable. However, if the fastening time is extended, the responsiveness to the acceleration operation of the automobile deteriorates, and the feeling of acceleration is impaired.

In a vehicle equipped with an automatic transmission, when the accelerator pedal is stopped during driving to cause so-called foot release, the throttle opening sharply drops as shown in FIG. 13 (b). The shift up shift is started. At this time, if the same transient hydraulic pressure control as that of the normal gear shift of (a), which is executed by constantly depressing the accelerator pedal, is applied, there is a problem that the fluctuation range of the output torque during the period in which the engagement element is engaged becomes large. In this case as well, the fastening time must be extended in order to suppress the fluctuation range to a certain value or less. The same applies when the power mode is set in the automatic transmission as shown in (c). In the power mode, gear shifting is executed with a larger inertia than in the normal mode. At this time, if the same transient hydraulic pressure control as in the normal mode is applied, the fluctuation range of the output torque becomes large. In this case as well, the fastening time must be extended in order to suppress the fluctuation range to a certain value or less.

It is an object of the present invention to provide a shift control device capable of realizing the learning control of the duty value of the line pressure solenoid without incorporating a stress sensor inside the automatic transmission. It is an object of the present invention to provide a gear shift control device in which gear shift shock is small even when the engine speed is high and the engagement time is short. It is an object of the present invention to provide a gear shift control device in which the gear shift shock is small and the engagement time is short even in the case of a gear shift in which the engine speed deviates vertically as compared with a normal gear shift.

[0011]

According to a first aspect of the present invention, a line pressure solenoid capable of adjusting a hydraulic pressure supplied to a fastening element by adjusting a duty value of repetitive operation and a period for fastening the fastening element. In the shift control device, there is provided a first storage means for storing the set value of the duty value and a first control means for performing the transient hydraulic pressure control at the time of shift by using the set value in the line pressure solenoid. Along with this, an acceleration measuring means for measuring an acceleration acting on the vehicle body, a second storage means for storing a target value of the acceleration during a period in which the fastening element is fastened, and a measured target value of the acceleration for the second storage means. When the deviation between the two exceeds a predetermined width, the set value in the first storage means is corrected,
It is provided with first learning means for reducing said deviation by the next shift.

In particular , the first storage means stores the set value of the duty value for each combination of shift type and throttle opening, and the second storage means for each combination of shift type and throttle opening. The target value of the acceleration is stored.

According to a second aspect of the present invention, in the configuration of the first aspect, the first storage means stores the set value of the duty value at each of a plurality of times when the period in which the fastening element is fastened is divided. The control means uses the set value in the line pressure solenoid at each of the plurality of times, the second storage means stores the target value of the acceleration at each of the plurality of times, and the first learning means sets the plurality of times. At each of the times, the measured acceleration is compared with the target value, and when the deviation between the two exceeds a predetermined range, the set value at that time is corrected.

According to a third aspect of the present invention, a line pressure solenoid capable of adjusting the hydraulic pressure supplied to the engagement element by adjusting the duty value of the repetitive operation, and the setting of the duty value during the engagement of the engagement element. In a shift control device having a first storage means for storing a value and a first control means for performing a transient hydraulic pressure control at the time of a shift by using the set value in the line pressure solenoid, the operating condition of the engine is changed. A third engine control means capable of reducing the output torque of the engine, a time measuring means for measuring a time for engaging the engagement element, and a set value for the operating condition defined for each of the plurality of shift conditions. By setting in the engine control means a storage means and a set value relating to the operating condition corresponding to the actual shift condition at the time of shifting, It is provided with a second control means for temporarily reducing the output torque of the engine. And the
3 storage means corresponds to standard engine speed on the shift line
The set values for the operating conditions are stored and
2 The control means is the actual engine speed at the time of shifting and the standard
The operating conditions based on the deviation of the engine speed.
It includes a third learning means for correcting the set value to be set.

[0015] A fourth aspect of the present invention, in the configuration of claim 3, and third storage means storing a reference value of time for fastening the fastening element, the second control means is actually the engagement during the shift A second learning means is included for correcting the set value relating to the operating condition when the deviation between the reference time and the fastening time of the element exceeds the allowable range.

[0016]

According to the first aspect of the invention, the acceleration acting on the vehicle body is used instead of the fastening reaction force of the fastening element. The fluctuation of the engagement reaction force corresponds to the fluctuation of the rotational torque of the output shaft of the automatic transmission, and the fluctuation of the rotational torque of the output shaft eventually results in the acceleration (that is, a shift shock) that acts on the vehicle body during the shift.
It corresponds to. "Vehicle acceleration", which is the total result of the fastening reaction force of each fastening element, is directly measured to execute the transient hydraulic pressure control during gear shifting. Even when the same type of gear shifting,
If the throttle opening is different, it will be used throughout the fastening time.
The set value of the duty value of the hydraulic control used and the acceleration
Different standard values. In automatic transmission, 1st speed-2
Since the fastening elements to be fastened are determined depending on the type of shift such as high speed, second speed and third speed, it is possible to estimate the fastening reaction force of each fastening element using one acceleration measuring means. . Finally, since the purpose is to adjust the "vehicle body acceleration" called the shift shock, the actual reaction force of the vehicle body is used to individually obtain the fastening reaction forces of two or more fastening elements involved in shifting. No, it can be evaluated as a comprehensive result.

In the invention of claim 2 , Japanese Patent Application No. 6-2346.
As with No. 22, finely adjust the line pressure within the fastening time. Difference from Japanese Patent Application No. 6-234622
It is the vehicle body acceleration with respect to the fastening reaction force.

According to the third aspect of the invention, the control range exceeds the automatic transmission and the shift shock is adjusted by going back to the engine. When the engine speed during shifting is high and the inertia of the engine or automatic transmission is high, the output torque of the engine is reduced to offset the height of the inertia. Therefore, even when the engine speed is high, the same engagement time as when the engine speed is low can be adopted. Also, the one-way clutch is the power
The engine speed during shifting is standard, such as by cutting off transmission.
Engine to be set when shifting gears
Correct the operating conditions of. The third learning means is the current shift
Conditions and standard shifting conditions to find deviations and
The duty value is corrected every second and used in this shifting process.
To use. In other words, the corrected duty value is
The shifting process cannot be carried over.

According to the invention of claim 4 , the duty value of the line pressure solenoid is adjusted by using the learning control so that the actual shift time is converged to the preset value of the shift time. The new duty value adjusted by the second learning means is
It will be used in the next similar shifting process.

[0020]

[Embodiment] The torque reduction control of the first embodiment is shown in FIGS.
Will be described with reference to. In the first embodiment, the applicant of the present application adds engine torque down learning control to the duty value learning control shown in Japanese Patent Application No. 6-234622. 1 is an explanatory diagram of an automatic transmission, FIG. 2 is an explanatory diagram of a system configuration of the first embodiment, FIG. 3 is a flowchart of duty value learning control, FIG. 4 is a flowchart of torque down learning control, and FIG. 5 is a memory table. FIG. In FIG. 1, (a) is a skeleton and (b) is a fastening combination table of fastening elements. In FIG. 5, (a) is a memory table of shift time, and (b) is a memory table of torque reduction amount.

In FIG. 1A, the automatic transmission AT
Is the torque converter TC from the engine output shaft EOS
The rotation of the input shaft INS that is input through is changed in speed by the two sets of planetary gear units PG1 and PG2 and is output to the output shaft OUTS. The planetary gear device PG1 has a plurality of pinion gears P1 arranged between an outer ring gear R1 and a central sun gear S1. The rotation shafts of the plurality of pinion gears P1 are connected by a pinion carrier PC1 and integrally rotated. The planetary gear device PG2 has a plurality of pinion gears P2 arranged between the outer ring gear R2 and the central sun gear S2.
The rotation shafts of the plurality of pinion gears P2 are connected to the pinion carrier P.
Connect with C2 and rotate integrally.

The engagement elements of the automatic transmission AT are three clutches RC, HC, LC and two brakes LRB, BB and one one-way clutch OWC. The reverse clutch RC can connect the rotation of the input shaft INS to the sun gear S1. The high clutch HC can connect the rotation of the input shaft INS to the pinion carrier PC1. The low clutch LC causes the rotation of the pinion carrier PC1 to the ring gear R.
It can be connected to 2. The band brake BB can lock the rotation of the sun gear S1 in the housing. The low and reverse brake LRB can lock the rotation of the pinion carrier PC1 in the housing. The one-way clutch OWC is
The rotation of the pinion carrier PC1 is locked to the housing only in one direction, and is idled in the opposite direction.

The fastening combination of the fastening elements at each shift speed is shown in (b). In the first speed, the low clutch LC is engaged. At this time, in the driving state, the one-way clutch OW
Although C is engaged, the one-way clutch OWC idles in the engine braking state. Therefore, when engine braking is required, the low and reverse brake LRB is engaged. In second gear, low clutch LC and band brake B
B is concluded. In the third speed, the high clutch HC and the low clutch LC are engaged. In the 4th speed, the high clutch HC and the band brake BB are engaged. In FIG. 2, the automatic transmission control unit 31 drives a shift solenoid and a line pressure solenoid of the automatic transmission AT to activate a fastening element, and executes upshifting and downshifting. Switching of the oil passage with respect to the engagement element is performed by two or more shift solenoids. The adjustment of the fastening pressure of the band brake BB is executed by the duty solenoid 38 which is one of the line pressure solenoids.
The duty solenoid 38 is turned on and off in a pulse shape at a constant frequency, and raises and lowers the fastening pressure of the band brake BB according to the duty value D of on and off.

The automatic transmission control unit 31 includes
A throttle sensor 32 that detects the rotation angle (throttle opening) of the throttle valve, an inhibitor switch 33 that detects the shift mode of the automatic transmission, a vehicle speed sensor 34 that detects the traveling speed, and an oil temperature sensor 35 that detects the oil temperature.
Connect. The automatic transmission control unit 31
The momentary throttle opening is calculated from the output of the throttle sensor 32 and the momentary vehicle speed is calculated from the output of the vehicle speed sensor 34, and the ON / OFF combination of the shift solenoids is changed according to the combination of the throttle opening and the vehicle speed.

The automatic transmission control unit 31 includes
Band brake B is driven by driving the duty solenoid 38.
The fastening pressure of B is adjusted, and another line pressure solenoid is driven to adjust the fastening pressure of other fastening elements. The fastening pressure of the band brake BB is determined by the hydraulic pressure level regulated by the servo actuation pressure regulating valve 39 and supplied to the servo cylinder 37. The servo operating pressure regulating valve 39 is
It operates according to the duty value D for turning the duty solenoid 38 on and off. Duty solenoid 38
The duty value D and the engagement pressure of the band brake BB are in a proportional relationship. The piston 37 is spring-biased in the fastening release direction, and when the hydraulic pressure supplied is reduced, the fastening of the band brake BB is released.

The band brake BB is a brake drum 4
1 is fastened with the band 42, and the rotation of the brake drum 41 is locked to the housing. One end of the band 42 is fixed to an anchor 43 fixed to the housing. The other end of the band 42 is
Stem 4 of piston 37 that drives band brake BB
It is fixed at 4. At the base of the anchor 43, a pressure sensor 36 for detecting the fastening reaction force of the band brake BB is provided. The engine control unit 30 includes the engine 4
Adjusting the ignition phase angle of 0 and the fuel supply amount, the engine 4
It is possible to reduce the output torque of 0 from the normal level to multiple levels. Automatic transmission control unit 3
In No. 1, the torque reduction amount R during the shift period is learned and determined, and stored and stored. Further, the stored torque reduction amount R is input to the engine control unit 30.

In the first embodiment, the shift shock of the 1-2 shift is a problem, and the learning control is introduced to determine the duty value of the duty solenoid 38 in the engagement process of the band brake BB. If the accelerator pedal is constantly depressed in the first speed running state, the vehicle speed increases and enters the second speed range on the shift schedule. The automatic transmission control unit 31 immediately determines the 1-2 shift start and starts the 1-2 shift procedure. First, the duty value D of the duty solenoid 38 is drastically reduced from the normal level. After that, the duty value D of the duty solenoid 38 is adjusted in small increments up and down from the start of friction of the band brake BB to the completion of engagement. After the engagement is completed, the duty value D is restored to the normal level to secure a reliable engagement state that avoids unnecessary friction and wear of the band brake BB.

In the first embodiment, the learning control on the automatic transmission side, that is, the small adjustment of the duty value D and the rewriting of the duty value D are started by detecting the rising of the engagement reaction force (F1) and the engagement is started. The falling of the reaction force (F2) is detected and the process ends. Learning control of the automatic transmission side is executed according to the flowchart of FIG. In addition to this, the first embodiment executes learning control on the engine side. The torque reduction amount R stored in advance is set in the engine 40 during shifting, and the shifting is completed within a fixed time even if the engine speed during shifting is high. In addition, the shift time t of this time after the shift is completed
Is evaluated and the used torque down amount R is corrected.
The learning control on the engine side is executed according to the flowchart of FIG. 4 using the memory table of FIG.

In step 211 of FIG . 3 , it is identified whether or not it is in the learning range. Specifically, it is determined whether the oil temperature Te detected by the oil temperature sensor 35 is a predetermined value or more and the throttle opening TH detected by the throttle sensor 32 is a predetermined opening or more. The reason for determining the oil temperature Te is that the effect of learning control cannot be expected because the line pressure, the friction coefficient of the engagement element, and the output of the engine are not stable when the oil temperature is low. The reason for determining the throttle opening TH is that when the throttle opening is low, the torque of the engine itself is small and the shift shock does not become a problem. Also, the change in the engine speed Ne is small, and the change amount ΔNe is detected. In some cases, the effect of learning control cannot be expected after all. If it is not in the learning range, step 214
In, the normal hydraulic control without using the learning control is executed .

In step 212, it is identified whether or not it is in the torque down range where the output torque of the engine can be reduced. Specifically, similarly to step 211, it is determined whether the oil temperature Te and the throttle opening TH are equal to or more than a predetermined value. The reason for determining the oil temperature Te is step 211.
Is the same as in. The reason why the throttle opening TH is determined is that, in addition to the reason for step 211, if the torque is further reduced when the engine torque is low, the engine feeling and acceleration are deteriorated. If it is not in the torque down range, the routine proceeds to step 215, where another learning control without torque down is executed.

At step 213, it is discriminated whether the shift is 1-2 shift. In the case of the 1-2 shift, the process proceeds to step 216, and in the case of the 1-2 shift, the process returns to step 211.
In step 216, the duty value obtained in the previous learning control is output. In step 217, the shift start point F
1 is detected. At the gear shift start point F1, the detected load F of the pressure sensor 36 rises rapidly, so the gear shift start point F1 is directly detected by detecting the inflection point of the detected load F. In step 218, it is determined that the actual shift is started, and the learning control of the following duty values is started. In the following duty value learning control, the ideal value FT of the detected load F at a large number of small time intervals starting from the shift start point F1
Is determined in advance, and whether or not the detected load F is within the allowable range of FT ± Δf at each time is identified, and the duty value stored in advance at each time is corrected.

In step 219, the detected load F is FT-
It is determined whether or not Δf is exceeded, and if it is less than the allowable range of FT−Δf, the process proceeds to step 222 and the duty value at that time is increased. In step 220, the detected load F
Is less than FT + Δf, and if it is equal to or more than the allowable range of FT + Δf, the process proceeds to step 223 to decrease the duty value at that time. When the detected load F is determined to be within the allowable range of FT ± Δf through step 222 and step 223, the routine proceeds to step 221, and the duty value at that time is held as it is. The duty value corrected in step 222 or step 223 is replaced with the duty value up to that point, stored, and used as the duty value at the same time in the next shift.

At step 224, the shift end point F2 is detected. At the gear shift end point F2, the detected load F of the pressure sensor 36 falls rapidly, so by detecting the fall of the detected load F, the gear shift end point F2 is directly detected. When the shift end point F2 is detected, the learning control is ended and the routine proceeds to step 225. When the shift end point F2 is not detected, the process returns to step 119 and the learning control is continued. In step 225, the data of the duty values at a large number of minute times from the shift start point F1 to the shift end point F2 corrected by the learning control are collectively stored and held until the next similar 1-2 shift. And
The torque down learning control of FIG. 4 is started.

In the torque down learning control, the shift start point F
The target value tn of the shift time from 1 to the shift end point F2 is predetermined. Whether or not the actually measured shift time t from the shift start point F1 to the shift end point F2 falls within the allowable range of tn ± Δt is determined.
The torque reduction amount R stored in advance is corrected by the torque reduction adjustment gain ΔR. As shown in FIGS. 5 (a) and 5 (b), the gear shift time target value tn and the torque reduction amount R are the throttle opening TH and the engine speed Ne, respectively.
It is set for each combination of. Throttle opening TH
Is larger, the output torque level of the engine is higher and 1
The shift time target value tn and the torque reduction amount R are set to be large because the reduction of the engine speed Ne accompanying the -2 shift is delayed and the shift time is extended. If the engine speed Ne is large, the large inertia of the engine or the automatic transmission delays the decrease of the engine speed Ne, and the shift time is extended as shown in FIG. The down amount R is set large.

In step 242 of FIG. 4, it is judged whether the actual shift time t exceeds tn-Δt, and tn-Δt.
If it is less than the allowable range, it is determined that the torque down amount is excessive and the shift time t is too short, and the process proceeds to step 245.
The set value of the torque reduction amount R used this time is reduced by ΔR. In step 243, the actual shift time t is t
It is determined whether or not it is less than n-Δt, and if it is equal to or more than the allowable range of tn-Δt, it is determined that the torque down amount is too small and the shift time t is too long, and the process proceeds to step 246 and the torque down used this time Increase the set value of the amount R by ΔR.

If it is determined through step 242 and step 243 that the actual shift time t is within the allowable range of tn ± Δt, it is determined that the torque reduction amount R used this time is appropriate, and the routine proceeds to step 244. The torque reduction amount R used this time is kept as it is. Step 24
5 or torque reduction amount R corrected in step 246
Is stored in place of the torque reduction amount R up to then and is used as the torque reduction amount R set in the engine in the next similar shift.

According to the first embodiment, the torque of the engine is temporarily reduced during the 1-2 shift, so that the 1-2 shift can be completed in a short time with a small shift shock. Also,
The amount of torque reduction is determined for each combination of engine speed and throttle opening so that the shift time does not extend too long even when the engine speed and throttle opening are large, so despite the small shift shock, In any driving state, the 1-2 shift is completed promptly, and the driving responsiveness and acceleration feeling of the vehicle are not impaired.

More specifically, the breakdown of the energy absorbed by the band brake during the shift-up shift is (engine torque component × band brake share ratio) and (engine, torque converter, and other inertia for lowering the rotational speed of the rotating body). Component x band brake share). This energy absorption process forms the waveform pattern of the shift shock. Therefore, even if the torque is the same, the inertia component increases as the engine speed increases.
As shown in (b) of FIG. However, it is desirable that the gear shifting time be constant because if the gear shifting time becomes long, the driver feels uncomfortable and the driver feels uncomfortable. Therefore, when the shift point is high and it is necessary to absorb the inertia component more than in the normal shift point, that amount is offset by the torque component that is torque-downed, so that the total absorbed energy is the shift point. Same as usual.

In the first embodiment, the time from the gear shift start point F1 to the gear shift end point F2 detected from the change in the engagement reaction force is defined as the gear shift time t, but the engine speed after the 1-2 gear shift is started. The time from the inflection point of the rise of the time until the ratio of the rotational speeds of the input and output shafts matches the speed ratio of the second speed may be defined as the speed change time t. Also, in the 2-3 shifts other than the 1-2 shift, the torque down learning control can be performed in the same procedure.

Torque down control of the second embodiment6 to
7Will be described with reference to. Here, as shown in FIG.
On the standard shift line due to foot release and power mode.
When a gear shift occurs at a position deviating from the engine state of
According to the amount of deviation
Is being corrected.Figure 6Is the control flow chart of the second embodiment
TheFigure 7FIG. 7 is an explanatory diagram of control of the second embodiment.Figure 7
Inside, (a) is a memory table, (b) is the engine speed
A diagram of Ne and the torque reduction amount R, (c) is a line of the correction function
It is a figure.

In the second embodiment, similarly to the first embodiment, the automatic transmission of FIG. 1 and the system configuration of FIG. 2 are used, and learning control regarding the duty value of the duty solenoid is executed using the flowchart of FIG. To do. However, the control according to the flowchart of FIG. 4 using the memory table of FIG. 5 is not executed. Using the memory table of FIG. 7 (a) instead, executes control according to the flow chart in FIG. The automatic transmission control unit 31 in the second embodiment immediately receives the standard torque reduction amount R shown in FIG. 7A when the 1-2 shift determination is made .
The correction calculation of (c) is performed on s to determine the optimum torque reduction amount R in consideration of the shift amount shift. The determined torque reduction amount R is used as the torque reduction amount R in the 1-2 shift this time in the engine control unit 30.
And the torque reduction of the engine 40 is executed.

The process of determining the torque reduction amount R will be described with reference to the flowchart of FIG . In step 261, a shift start is detected and the following control is started. The following control is not executed unless the shift is started. In step 262, the throttle opening TH at the start of gear shift is read. In step 263, the engine speed Ne at the start of gear shift is read. In step 264, FIG.
Is searched for the throttle opening TH at the start of gear shifting to specify the reference value Ns of the engine speed, and the deviation ΔN between the reference value Ns and the actual engine speed Ne.
Find e.

By the way, in the memory table of FIG. 7A, the standard engine speed Ns on the 1-2 shift line of the shift schedule is associated with the throttle opening TH.
, Standard shift time ts, and torque reduction amount Rs
Is recorded. Figure 1 shows the combination of these values.
This corresponds to the case where the 1-2 shift is executed with the accelerator pedal constantly depressed, as shown in (a) of 3. However, the 1-2 shift does not always occur in a state where the accelerator pedal is constantly depressed, and may occur in the states shown in (b) and (c) of FIG. In such a case, the actual shift time t deviates from the standard shift time ts with the standard torque reduction amount Rs. Therefore, the standard torque reduction amount Rs in FIG. 7A is corrected by the correction function in FIG. 7C to match the shift time t with the standard shift time ts.

In step 265, the correction function shown in FIG. 7C is searched for with the deviation ΔNe, and the required torque-down correction amount Δ is obtained.
Find R. The correction function is based on the standard shift point of FIG. 13A, and how much the increase / decrease ΔNe of the engine speed Ne when the shift point is increased / decreased corresponds to the torque down%. It is a function, and in reality, as a memory table of ΔNe and ΔR,
It is stored in the memory of the automatic transmission control unit. In step 266, the torque down request correction amount ΔR is added to the standard torque down amount Rs of FIG. 7A to determine the torque down amount R to be actually set.

For example, as shown in FIG. 7B, it is assumed that the 1-2 shift judgment is made at the throttle opening of 5/8 and the engine speed at that time is N. At this time, the deviation from the standard engine speed N5s is ΔNe.
ΔR corresponding to ΔNe in (c) is obtained, and ΔR is added to the torque reduction amount R5s in (a).

According to the torque down control of the second embodiment,
As shown in FIG. 13, even when the gear shift is executed at an engine speed Ne which is different from the normal case due to the release of the foot or the power mode, the gear shift is promptly performed with the same small shift shock as in the normal case. Can be completed. More specifically, when the shift shock at the normal shift point is used as a reference, the inertia component corresponding to the change in the shift point is converted into torque to increase or decrease the torque down amount of the engine.

The automatic transmission control system of the third embodiment is shown in FIGS.
This will be described with reference to FIG. 8 is an explanatory diagram of the system configuration of the third embodiment, FIG. 9 is a time chart of learning control, FIG. 10 is an explanatory diagram of memory data, and FIG. 11 is a flowchart of learning control. In FIG. 9, (a) is a time chart,
(B) is a partially enlarged view. In FIG. 10, (a) is a description of the control time axis, (b) is the memory content of acceleration,
(C) is the memory content of the duty value.

In FIG. 8, the automatic transmission AT mounted on the automobile 10 is an automatic transmission control unit 11
Controlled by. The automatic transmission AT is a so-called electronically controlled type, and the automatic transmission control unit 11
Drives a plurality of solenoid valves (hereinafter referred to as solenoids) in the automatic transmission AT. ON / OFF of the hydraulic pressure supply to each engagement element in the automatic transmission AT and adjustment of the hydraulic pressure level are controlled by solenoids. Switching of the oil passage for the plurality of fastening elements is executed by two or more shift solenoids built in the automatic transmission AT.
Also, the hydraulic pressure level supplied to the individual fastening elements is performed by one or more line pressure solenoids. In addition,
The fastening pressure of the band brake, which is one of the fastening elements, is executed by the duty solenoid, which is one of the line pressure solenoids.

The line pressure solenoid is disclosed in JP-A-62-14.
As shown in the specification and drawings of Japanese Patent Application No. 7153 and Japanese Patent Application No. 4-285629, a controlled hydraulic pressure level is formed from a high discharge pressure of an oil pump. The line pressure solenoid is pulsed ON / OFF at a constant frequency, and the hydraulic pressure level can be freely raised or lowered by adjusting the duty value D.

The front / rear G detection sensor 12 for detecting the front / rear acceleration G acting on the automobile 10 during gear shifting is provided at a position convenient for acceleration detection, arrangement, and wiring. The front-rear G calculation unit 14 during shifting takes in the output of the front-rear G detection sensor 12 and calculates the numerical values of the front-rear G acting on the automobile 10 every second. The shift determination unit 13 identifies the combination of the throttle opening of the engine and the vehicle speed of the automobile 10 and executes the shift determination. For example, the 1-2 shift determination is executed at the timing when the combination of the throttle opening and the vehicle speed crosses the 1-2 shift line on the predetermined shift schedule.
After the gear shift determination, the gear shift determination unit 13 actually switches the ON / OFF combination of the shift solenoids to cause the engagement element to perform engagement / release. The hydraulic pressure correction calculation unit 15
After the gear shift is determined, the duty value of the line pressure solenoid is adjusted every moment until the gear shift is completed, and the transient hydraulic pressure control is executed.

Automatic transmission AT used in the third embodiment
Is the same as the first embodiment represented by the skeleton of FIG. 1A and the fastening combination table of FIG. The description of FIG. 1 is the same as that of the first embodiment, and will not be repeated.

In the third embodiment, the shift shock of the 1-2 shift is a problem, and the band brake BB at the 1-2 shift.
Of the fastening pressure, that is, the transitional hydraulic pressure control is adopted in the band brake BB drive system performed by using the duty solenoid. As shown in (a) of FIG. 9, when the accelerator pedal is constantly depressed in the first speed running state, the vehicle speed increases and enters the second speed range on the shift schedule.
At the same time, the 1-2 shift start determination is made, and the shift operation to the second speed is started. At the same time as the 1-2 shift start determination, the duty value D set in the duty solenoid is drastically reduced from the normal level. When the engine speed Ne of the 1st speed is suddenly connected to the gear ratio of the 2nd speed, which is one step lower, a spike-like impact (acceleration) is generated. Therefore, the band brake BB is engaged with the line pressure lowered in this way. Starting, the frictional force of the band brake BB is weakened and the friction surface is slid in a half-clutch state.

When the band brake BB starts to friction, the one-way clutch OWC starts idling and the acceleration G temporarily drops, but thereafter, the torque transmission through the band brake BB rises and the acceleration G sharply rises. During the period in which the band brake BB is engaged (from the start of friction to the completion of engagement), the automatic transmission control unit 11 adjusts the duty value D in small increments up and down so that an impact (acceleration G) exceeding the allowable range does not occur. , Smoothly tighten the band brake BB. After the fastening is completed, the duty value D
Is restored to a normal level, and a reliable engagement state that avoids unnecessary friction and wear of the low clutch LC and the band brake BB is secured.

In the third embodiment, the transient hydraulic pressure control of the band brake BB drive system, specifically, the learning control is performed with respect to the duty value D set every moment in the duty solenoid during the shift period. 1-2 shift period from the shift decision to the shift end is N divided as shown in (b) of FIG.
N duty values D for each time Δt of the shift period are preset and stored in the memory. When the throttle opening is different, the shift point and the acceleration state are different, and the variation pattern of the acceleration G during the shift period is also different.
The throttle openings are classified by 1/8. 1-
At the same time when the two-speed shift determination is made, N duty values D corresponding to the throttle opening at that time are called from the memory. N duty values D are sequentially set in the duty solenoid at each time of N shift times.
On the other hand, in the learning control, the acceleration G is detected at each time and the duty value D at that time is corrected. The correction content is
It will be used in the next 1-2 shift starting with the same throttle opening. In other words, the current 1-2 shift is executed using the data of the duty value D corrected in the previous 1-2 shift.

The learning control is a process of narrowing down the actual acceleration G within an allowable range of ± G from the ideal G. As shown in (a) of FIG. 10, times t1, t2, t3, ... Tn are set for each time period Δt during the shift period after the 1-2 shift determination. The maximum g and the minimum g that can be tolerated are set for each of the times t1, t2, t3, ... Tn, and a memory table classified by the throttle opening is prepared as shown in (b). The memory table of the duty value D shown in (c) is
Times t1, t2, t3, ...
It holds the duty value D of tn.

In the third embodiment, the actual acceleration is evaluated by using the memory table shown in FIG.
If the value deviates from the minimum g range, the corresponding throttle opening TH in the memory table in (c) and the duty value D at time t are corrected. If the actual acceleration G exceeds the maximum g, the duty value is reduced by one step to slow the progress of the engagement of the band brake BB. If the actual acceleration G falls below the minimum g, the duty value is increased by one step to accelerate the engagement of the band brake BB.

Learning control of the duty value D is shown in FIG. In step 111, it is identified whether the 1-2 shift determination has been made. Until the 1-2 shift judgment is made,
The following learning control is not started. In step 112,
Whether or not it is a learning area is identified. Specifically, the learning range is set when the oil temperature of the automatic transmission is equal to or higher than a predetermined value and the engine coolant temperature or the like is equal to or higher than a predetermined value. This is because during the warm-up period until the automatic transmission reaches the steady state, the frictional state of the engagement element has poor reproducibility and the learning control effect is small. Further, in the warm-up period before the engine reaches the steady state, the reproducibility of the acceleration pattern in the shift period is insufficient and the learning control effect is small. If it is not in the learning range, the normal transient hydraulic pressure control that does not use the learning control is executed in step 114.

In step 113, it is determined whether or not the output torque of the engine is in the torque down range where the output torque is suppressed. The vehicle 10 supplies lean combustion gas to the engine in the normal running state for the purpose of improving fuel efficiency and purifying exhaust gas, and the output torque is lower than in the case of a slope or acceleration mode using an ideal air-fuel ratio. . Since the acceleration pattern in the shift period differs between the torque down range and the case where the torque is not down, it is necessary to perform different learning control. If it is not in the torque down range, the routine proceeds to step 115, where a separately provided learning control for the non-torque down range is executed.

At step 116, N duty values D of the corresponding throttle opening are read from the memory table of FIG. 10C, and thereafter the duty solenoid is controlled by using the N duty values in order. By doing so, fine transient hydraulic pressure control is executed. In step 117, the momentary acceleration G is detected. Step 1
At 18, the highest g and the lowest g are read from the memory table of FIG. 10B and compared with the actual shift G detected.

In step 119, it is judged whether or not the actual shift G exceeds the minimum g. If it is less than the minimum g, the routine proceeds to step 122, where the duty value D at that time is increased and rewritten. In step 120, it is identified whether the actual shift G is less than the maximum g. If it is higher than the maximum g, the process proceeds to step 123, and the duty value D at that time is reduced and rewritten. Steps 119 and 120
When it is determined that the actual shift G is within the range between the minimum g and the maximum g, the process proceeds to step 121, and the duty value D at that time is held as it is. Step 119-
The N duty values D rewritten in the current 1-2 shift period through 123 will be used in the next 1-2 shift started at the same throttle opening. As a result, even if a shift shock exceeding the permissible range is detected at a certain time of the 1-2 shift period of this time, the duty value at that time is adjusted.
This shift shock disappears.

According to the automatic transmission control device of the third embodiment, the transient hydraulic pressure control pattern of the automatic transmission is not fixed as it is at the time of shipment from the factory, but the actual acceleration pattern in each similar shift is fed back. Therefore, it is possible to eliminate the inconvenience of the transient hydraulic pressure control pattern due to the change with time of the automatic transmission, the engine, and the vehicle body. For example, it is possible to remove the spike-like impact at the time of gear shifting that occurs in response to wear of the fastening elements and an increase in the output torque level after engine adjustment, and to ensure a smooth and natural gearshift feeling.

Further, learning control is performed using not the reaction force of each fastening element in the automatic transmission but the acceleration in the front-rear direction acting on the vehicle, so that the acceleration and impact felt by the passenger can be evaluated more directly. . Therefore, more precise learning control suited to the actual situation is possible than when using the reaction force of each fastening element. In addition, one acceleration sensor results in comprehensive evaluation of the reaction forces of all the fastening elements.
All the 1-2 shifts, 2-3 shifts, and 3-4 shifts can be learned and controlled by using one acceleration sensor, and it is not necessary to provide a sensor for detecting a reaction force on each fastening element. Therefore, the degree of freedom in designing the automatic transmission is not impaired by the installation space of the sensor and the wiring layout. If the front-rear G detection sensor is installed in the housing of the automatic transmission control unit and all necessary wiring is completed in the housing, a vehicle equipped with an existing automatic transmission without the front-rear G detection sensor can be used. The learning control of the transient hydraulic pressure control pattern can be executed only by replacing the automatic transmission control unit.

In the third embodiment, the duty value is assigned to each time when the shift period is divided into N, but similar learning control can be applied to the transient hydraulic pressure control of other types. For example, even when different duty values are assigned to the three stages after the completion of engagement, that is, before the engagement is started, and from the start to the end of the engagement, or when one duty value is used throughout the shift period, the actual detection result of the acceleration is obtained. It is possible to rewrite the duty value according to the above and use it in the next shift period. Further, for the 2-3 shift, the 3-4 shift, and the like other than the 1-2 shift, the learning control of the duty value can be performed in the same manner.

[0064]

According to the first aspect of the invention, it is not necessary to install a pressure sensor or the like in the housing of a narrow automatic transmission. It is not necessary to provide a sensor for detecting the fastening reaction force for each fastening element, and it is not necessary to take out the sensor wiring from the housing or route it to the automatic transmission control unit. By flexibly responding to changes in the engine over time, the shift shock can be kept small and the shift can be completed quickly. That
Te, the type of shifting the duty value of the line pressure solenoid
It can be set finely for each combination of throttle opening, and the shift shock can be controlled precisely. According to the invention of claim 2 , it is possible to precisely control the fluctuation range of the shift shock during the period in which the engagement element is engaged.

According to the third aspect of the present invention, even when the engine speed during shifting is high, the shifting shock can be kept small and the shifting can be completed promptly, and the shift point shift can be flexibly dealt with.
Keep the shift shock small under any driving condition.
Thus, the shift can be completed promptly . According to the fourth aspect of the present invention, it is possible to flexibly cope with the change with time of the engine and the like, and to keep the shift shock small and to complete the shift promptly forever.

[Brief description of drawings]

FIG. 1 is an explanatory diagram of an automatic transmission.

FIG. 2 is an explanatory diagram of a system configuration of the first embodiment.

FIG. 3 is a flowchart of a duty value learning control unit.

FIG. 4 is a flow chart of torque down learning control.

FIG. 5 is an explanatory diagram of a memory table.

FIG. 6 is a flow chart of control of the second embodiment.

FIG. 7 is an explanatory diagram of control of the second embodiment.

FIG. 8 is an explanatory diagram of a system configuration of a third embodiment.

FIG. 9 is a time chart of learning control.

FIG. 10 is an explanatory diagram of memory data.

FIG. 11 is a flowchart of learning control.

FIG. 12 is an explanatory diagram of a conventional problem.

FIG. 13 is an explanatory diagram of conventional problems.

[Explanation of symbols]

10 Automobile 11, 31 Automatic transmission control unit 12 Front / rear G detection sensor 13 Gear shift determination unit 14 Front / rear G calculation unit 15 Oil pressure correction calculation unit 30 Engine control unit 32 Throttle sensor 33 Inhibitor switch 34 Vehicle speed sensor 35 Oil temperature sensor 36 Pressure Sensor 37 Piston 38 Duty solenoid 39 Servo actuation pressure regulating valve 40 Engine 41 Brake drum 42 Band 43 Anchor 44 Stem 45 Servo circuit 111, 112, 113, 115, 116, 117, 1
18,119,120,121,122,123,12
4, 211, 212, 213, 214, 215, 21
6, 217, 218, 219, 220, 221, 22
2, 223, 224, 225, 242, 243, 24
4, 245, 246, 261, 262, 263, 26
4, 265, 266 Step AT Automatic transmission BB Band brake TC Torque converter HC, LC clutch LRB Brake OWC One-way clutch PG1, PG2 Planetary gear unit R1, R2 Ring gear S1, S2 Sun gear PC1, PC2 Planetary carrier EOS Engine output shaft INS Input shaft OUTS Output shaft

─────────────────────────────────────────────────── ─── Continued Front Page (51) Int.Cl. ⁷ Identification Code FI F16H 59:48 F16H 59:48 (58) Fields investigated (Int.Cl. ⁷ , DB name) F16H 59/00-63/48

Claims (4)

(57) [Claims] 1. A line pressure solenoid capable of adjusting a hydraulic pressure supplied to a fastening element by adjusting a duty value of repetitive operation, and a set value of the duty value during a period in which the fastening element is fastened. 1. A shift control device comprising: a storage unit; and a first control unit that uses the set value in the line pressure solenoid to perform transient hydraulic pressure control during a shift, and measures an acceleration that acts on a vehicle body during a shift. Acceleration measuring means; second storage means for storing a target value of the acceleration during a period when the fastening element is fastened; and comparing the measured acceleration with a target value of the second storage means, and a deviation between the two is within a predetermined range. when exceeded it is by correcting the set value of the first storage unit, a first learning means for reducing said deviation by the next shift provided, said first storage means, shifting types and throttle Time set
Store the duty value setting value for each adjustment.
Ri, the second storage means, shifting the type and the throttle opening set
A shift control device , wherein the acceleration target value is stored for each adjustment . Wherein said first memory means, said storing the set value of the duty value at each of a number of time obtained by dividing the period for fastening the fastening element, said first control means, the number of times the setting value for each used in the line pressure solenoid, said second storage means stores a target value of the acceleration in each of the plurality of time, the first learning means, each of said plurality of time 2. The shift control device according to claim 1, wherein the measured acceleration is compared with the target value and the set value at that time is corrected when the deviation between the two exceeds a predetermined width. 3. A line pressure solenoid capable of adjusting a hydraulic pressure supplied to a fastening element by adjusting a duty value of repetitive operation, and storing a set value of the duty value in a period in which the fastening element is fastened. 1. A shift control device comprising: one storage means; and a first control means that uses the set value in the line pressure solenoid to perform transient hydraulic pressure control during a shift, and the set value relating to the operating condition of the engine is changed. Third memory for storing an engine control means capable of reducing the output torque of, a time measuring means for measuring a time for engaging the engagement element, and a set value relating to the operating condition defined for each of the plurality of shift conditions. Means and a setting value relating to the operating condition corresponding to the actual gear shifting condition at the time of gear shifting, And a second control means for temporarily reducing the output torque of the engine is provided, said third memory means, the reference engine rotational speed change line
Store the set values related to the operating conditions in correspondence with the number
Cage, said second control means, the actual engine speed during the shift
The operation based on the deviation of the standard engine speed
A shift control device comprising a third learning means for correcting a set value relating to a condition . Wherein said third memory means stores the reference value of time for fastening the fastening element, the second control means, the time and the reference to conclude the actual of the fastening element during the shift 4. The shift control device according to claim 3 , further comprising second learning means for correcting the set value relating to the operating condition when the deviation of the values exceeds the allowable range.