JP3586401B2 - Automatic transmission control device - Google Patents

Description

[0001]
BACKGROUND 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]
[Prior art]
As a control device for an automatic transmission, for example, a technique described in Japanese Patent Laid-Open No. 6-207660 is known. In the prior art, an actual shift start time of the transmission is accurately grasped and the transmission or the internal combustion engine is used. It is intended to control and thus reduce shift shock.
[0003]
In the control, in the upshift, the hydraulic pressure is increased and held for a predetermined time until the driving force becomes equal to the driving force of the previous stage (current stage). Thereby, both the suppression of the heat generation amount of the clutch (friction engagement element) and the improvement of the shift shock are achieved.
[0004]
[Problems to be solved by the invention]
However, the driving force acting around the drive shaft of the vehicle is not equivalent to the gravitational acceleration acting in the front-rear direction or the gravitational direction acting on the entire vehicle. It can also be aggravated. That is, depending on the driving state of the vehicle, the rising of the torque from the pulling in of the torque phase may cause acceleration in the longitudinal direction as well as the acceleration in the gravitational direction as a whole, and the occupant may feel a big shock.
[0005]
In the above-described prior art, the clutch capacity and the engine torque are balanced during the shift when the driving force is equal to the driving force of the preceding stage depending on the change in torque caused by the change in the engine speed before and after the shift. Therefore, there is a disadvantage that it cannot be said that there is no fear that the shift will not be completed within the scheduled time.
[0006]
Therefore, the object of the present invention is to solve the above-mentioned problems, and when the target values of the longitudinal acceleration of the vehicle set in advance are set as upper and lower limit values at the current stage and the destination stage, a predetermined value selected between them Is used to determine the operation amount of the friction engagement element from at least the predetermined value and the input torque, etc., effectively reducing the shift shock to better fit the occupant's sensibility and ensuring within the scheduled time It is another object of the present invention to provide a control device for an automatic transmission in which shifting is completed.
[0007]
[Means for Solving the Problems]
In order to solve the above-mentioned object, the present invention according to claim 1 shifts the output of the internal combustion engine mounted on the vehicle via the friction engagement element in accordance with a shift characteristic set in advance according to the driving state. In a control device for an automatic transmission for transmitting to drive wheels, an input torque calculation means for calculating an input torque input to the automatic transmission, at least a preset target value of acceleration of the vehicle at a current stage and a destination stage When the upper and lower limit values are used, the inertial phase of the friction engagement element (clutch) that realizes the destination stage from the predetermined value selected between the upper and lower limit values and the calculated input torque. Target torque calculating means for calculating a target torque, hydraulic pressure calculating means for calculating a hydraulic pressure to be supplied to the friction engagement element based on the calculated target torque, and the calculated hydraulic pressure It was composed as comprising a hydraulic control circuit for supplying hydraulic pressure to the frictional engagement elements based.
[0008]
When the target value of the acceleration of the vehicle set in advance is set as the upper and lower limit values of the current stage and the destination stage, the predetermined value selected between the upper and lower limit values and the calculated input torque Calculate the target torque in the inertia phase of the friction engagement element (clutch) that realizes the destination stage, calculate the hydraulic pressure amount to be supplied to the friction engagement element based on the calculated target torque, and calculate the hydraulic pressure amount Since it is configured to consist of a hydraulic control circuit that supplies hydraulic pressure to the friction engagement element based on the above, by appropriately setting the above-mentioned predetermined value, the shift shock can be effectively reduced and well adapted to the occupant's sensitivity In addition, it is possible to reliably end the shift within the scheduled time.
[0009]
According to a second aspect of the present invention, the target torque calculating means is configured to set a target torque of a friction engagement element that realizes the destination stage smaller than that of the current stage.
[0010]
Thereby, not only the front-rear direction but also the gravitational acceleration in the gravitational direction can be effectively suppressed, and the shift shock can be further effectively reduced to better match the sensibility of the occupant.
[0011]
According to a third aspect of the present invention, the target torque calculation means sets the target torque of the friction engagement element that realizes the current stage in the inertia phase to zero and the friction coefficient that realizes the destination stage in an upshift. The target torque of the combined element is set to be smaller than that of the current stage.
[0012]
As a result, in the inertia phase of the upshift, not only the front-rear direction but also the gravitational acceleration in the gravitational direction can be effectively suppressed, and the shift shock can be further effectively reduced to better match the passenger's sensitivity. .
[0013]
According to a fourth aspect of the present invention, the target torque calculation means is configured to change the predetermined value in accordance with a reduction ratio of the current stage and the target stage.
[0014]
As a result, the predetermined value can be set more appropriately, and the shift shock can be effectively reduced to better match the sensibility of the occupant.
[0015]
According to a fifth aspect of the present invention, the target torque calculation means is configured to change the predetermined value in accordance with a vehicle speed of the vehicle and a throttle opening of the internal combustion engine.
[0016]
As a result, the predetermined value described above can be set more appropriately according to the running state, and the shift shock can be reduced more effectively to better match the passenger's sensibility.
[0017]
According to a sixth aspect of the present invention, the predetermined value selected between the upper and lower limit values is configured such that the change in acceleration from the start of the shift to the end of the shift is linear.
[0018]
As a result, the shift shock can be more effectively reduced to better match the passenger's sensitivity.
[0019]
According to a seventh aspect of the present invention, the predetermined value selected between the upper and lower limit values is configured to decrease from the start of the inertia phase toward the end of the inertia phase.
[0020]
As a result, the shift shock can be more effectively reduced to better match the passenger's sensitivity.
[0021]
DETAILED DESCRIPTION OF THE INVENTION
A control apparatus for an automatic transmission according to an embodiment of the present invention will be described below with reference to the accompanying drawings.
[0022]
FIG. 1 is a schematic view showing the entire apparatus.
[0023]
In the following description, 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 stepped automatic transmission of 5 forward speeds and 1 reverse speed.
[0024]
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 a plurality of main shafts MS connected to the main shaft MS. And a counter shaft (output shaft) CS connected through a gear train.
[0025]
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.
[0026]
The counter shaft CS has a counter first speed gear 28 meshing with the main first speed gear 14, a counter second speed gear 30 meshing with the main second speed gear 16, a counter third speed gear 32 meshing with the main third speed gear 18, The counter 4th gear 34 meshed with the main 4th gear 20, the counter 5th gear 36 meshed with the main 5th gear 22, and the counter reverse gear 42 connected to the main reverse gear 24 via the reverse idle gear 40 are supported. Is done.
[0027]
In the above description, when the main first-speed gear 14 that is rotatably supported on the main shaft MS is coupled to the main shaft MS by the first-speed hydraulic clutch C1, the first speed (gear, gear stage) is established.
[0028]
When the main second-speed gear 16 that is rotatably supported on the main shaft MS is coupled 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 that is rotatably supported on the countershaft CS is coupled to the countershaft CS by the third-speed hydraulic clutch C3, the third speed (gear, gear stage) is established.
[0029]
With the counter fourth speed gear 34 supported rotatably on the counter shaft CS coupled to the counter shaft CS by the selector gear SG, the main fourth speed gear 20 supported relatively rotatably on the main shaft MS is changed to the fourth speed-reverse. When the main hydraulic clutch C4R is coupled to the main shaft MS, the fourth speed (gear, gear stage) is established.
[0030]
Further, when the counter fifth-speed gear 36 that is rotatably supported on the countershaft CS is coupled to the countershaft CS by the fifth-speed hydraulic clutch C5, the fifth speed (gear, gear stage) is established.
[0031]
Further, with the counter reverse gear 42 supported relative to the countershaft CS rotatably coupled to the countershaft CS by the selector gear SG, the main reverse gear 24 supported relative to the main shaft MS relative to the countershaft CS is connected to the 4-speed-reverse. When the hydraulic clutch C4R is coupled to the main shaft MS, a reverse gear is established.
[0032]
The rotation of the countershaft CS is transmitted to the differential D via a final drive gear 46 and a final driven gear 48, and then a vehicle (not shown) on which the internal combustion engine E and the transmission T are mounted via the left and right drive shafts 50, 50. ) Is transmitted to the drive wheels W, W.
[0033]
A shift lever 54 is provided near the floor of the vehicle driver's seat (not shown), and one of eight ranges, P, R, N, D5, D4, D3, 2, 1 is selected by the driver's operation. The
[0034]
A throttle opening sensor 56 is provided in the vicinity of a throttle valve (not shown) disposed in an intake passage (not shown) of the engine E, and outputs a signal indicating the throttle opening TH. A vehicle speed sensor 58 is provided in the vicinity of the final driven gear 48 and outputs a signal indicating the vehicle speed V every time the final driven gear 48 makes one rotation.
[0035]
Further, a crank angle sensor 60 is provided in the vicinity of the camshaft (not shown), and a CYL signal is subdivided at a predetermined crank angle of a specific cylinder, a TDC signal is subdivided at a predetermined crank angle of each cylinder, and a crank obtained by subdividing the predetermined crank angle. A CRK signal is output at every angle (for example, 15 degrees). Further, an absolute pressure sensor 62 is provided downstream of the throttle valve arrangement position of the intake passage of the engine E, and outputs a signal indicating the intake pipe absolute pressure (engine load) PBA.
[0036]
Further, a first rotation speed sensor 64 is provided in the vicinity of the main shaft MS, and a signal is output every time the main shaft MS makes one rotation, and a second rotation speed sensor 66 is provided in the vicinity of the counter shaft CS. A signal is output every time the countershaft CS makes one rotation.
[0037]
Further, a shift lever position sensor 68 is provided in the vicinity of the shift lever 54 mounted in the vicinity of the vehicle driver's seat, and outputs a signal indicating the position selected by the driver among the eight positions (ranges) described above. To do.
[0038]
Further, a temperature sensor 70 is provided at an appropriate position in the vicinity of the transmission T, and outputs a signal proportional to an oil temperature (automatic transmission fluid temperature) TATF and a brake pedal (not shown). A brake switch 72 is provided in the vicinity, and outputs an ON signal when the driver depresses the brake pedal.
[0039]
Outputs of these sensors 56 and the like are sent to an ECU (electronic control unit) 80.
[0040]
The ECU 80 includes a microcomputer including a CPU 82, ROM 84, RAM 86, an input circuit 88, and an output circuit 90. The microcomputer includes an A / D converter 92.
[0041]
The output from the sensor 56 and the like is input to the microcomputer via the input circuit 88, the analog output is converted to a digital value via the A / D converter 92, and the digital output is converted to a waveform shaping circuit or the like. It is processed through a processing circuit (not shown) and stored in the RAM 86.
[0042]
The output of the vehicle speed sensor 58 and the output of the CRK signal of the crank angle sensor 60 are counted by a counter (not shown), and the vehicle speed V and the engine speed NE are detected. The outputs of the first rotational speed sensor 64 and the second rotational speed sensor 66 are also counted, and the input shaft rotational speed NM and the output shaft rotational speed NC of the transmission are detected.
[0043]
In the microcomputer, the CPU 82 determines a destination stage or a target stage (gear ratio), and excites / non-shifts the shift solenoids SL1 to SL5 arranged in the hydraulic control circuit O via the output circuit 90 and a voltage supply circuit (not shown). Excitation is performed to control switching of the hydraulic circuit, and the linear solenoids SL6 to SL8 are excited and de-energized to control the operation of the lockup mechanism L of the torque converter 12 and the hydraulic pressure of each clutch.
[0044]
Next, the operation of the automatic transmission control device according to the present invention will be described.
[0045]
FIG. 2 is a flowchart showing the operation. The illustrated program is executed every 10 msec, for example.
[0046]
In the following, 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, where the search value is rewritten as the destination stage (shift stage) SH. In S14, the currently engaged gear (shifted gear) is detected and rewritten as GA, and the target gear SH is rewritten as the preceding gear GB.
[0047]
Next, in S16, the shift mode QATNUM is searched. Specifically, the shift mode QATNUM includes 11h (upshift from 1st speed to 2nd speed), 12h (upshift from 2nd speed to 3rd speed), 21h (downshift from 2nd speed to 1st speed), 31h (First-speed hold (hold)). That is, if the first number is 1, it indicates an upshift, if it is 2, it indicates a downshift, and if it is 3, it indicates a hold. In the following description, there is a case where the shift mode QATNUM is marked as 1 * h. In this case, * means that it is determined whether or not it is an upshift regardless of the number.
[0048]
Next, the process proceeds to S18, and when it is determined that the shift is necessary in the processes after S10, the value SFTMON on the RAM indicating the control timing is initialized to 0, and the process proceeds to S20 to execute the shift control. As is apparent from the above description, if the speed change mode QATNUM is 3, the current gear (gear) is maintained and the speed change control is not executed.
[0049]
In the following description, an upshift from the first speed (gear) to the second speed (gear) is taken as an example. That is, the current stage GA is set to the first speed (gear), and the destination stage GB is set to the second speed (gear).
[0050]
FIG. 3 is a flowchart showing the overall shift control, more specifically, upshift control.
[0051]
The following description will be made with reference to the time chart of FIG. 4 showing the control timing of FIG. 3. In S100, it is determined whether or not the bit of the value SFTMON is 0. Since this value is initialized to 0 in S18 of the flow chart of FIG. 2, the determination in S100 is affirmed and the process proceeds to S102, and values such as a target clutch torque described later are initialized (initialized) to 0, Proceeding to S104, SFTMON is set to 10h.
[0052]
Next, the process proceeds to S106, and since the current time is the shift preparation start time in the time chart of FIG. 4, the target clutch torque (hereinafter referred to as “TQON”) of the clutch C2 that realizes the second speed gear as the destination stage is set to 0, and the process proceeds to S108. Advancing and setting the target clutch torque (hereinafter referred to as “TQOF”) of the clutch C1 that realizes the first-speed gear that is the current stage to a predetermined OFF shelf torque, more specifically, a torque amount necessary to hold the engine torque (calculate. In this embodiment, a flat portion in the target clutch torque and the hydraulic pressure on the release (OFF or OFF) side is referred to as a shelf.
[0053]
FIG. 5 is a subroutine flowchart showing the OFF shelf torque calculation processing.
[0054]
In the following, in S200, a value obtained by adding a margin added torque value #dTQUTRF to engine torque (estimated input torque, which will be described later) TTAP is defined as a shelf torque (OFF-side target clutch torque TQOF).
[0055]
In the flow chart of FIG. 3, the process then proceeds to S110, and the ON (ON) preparation pressure (clutch hydraulic pressure, hereinafter referred to as “QATON”) of the clutch C2 that realizes the destination stage on the engagement (ON) side is calculated ( Set). This is an operation corresponding to so-called invalid stroke filling.
[0056]
FIG. 6 is a subroutine flow chart showing the work.
[0057]
Before entering the description of the figure, the preliminary pressure calculation (equivalent pressure for invalid stroke filling) according to this embodiment will be outlined. By the rotational speed of the clutch (second speed clutch C2 in the example) and the ATF oil temperature, The optimum supply hydraulic pressure and filling time are determined for filling the invalid stroke of the clutch.
[0058]
The filling time includes the operation amount (supply hydraulic pressure), the clutch rotational speed, the ATF oil temperature, the shift interval (the time from when the operation amount to a certain clutch is zero until the operation amount is again applied to the clutch), the position of the clutch ( (Height from drain reservoir oil level during draining, distance to drain reservoir, etc.), supply / discharge oil passage route (length), number via shift valve, characteristics of shift solenoid (actuator) SLn, And the mechanical variation of the clutch (volume, spring characteristics, etc.).
[0059]
Therefore, in this embodiment, among these fluctuation factors, the position of the clutch, the route (length) of the supply / discharge oil passage, and the number of passages through the shift valve are obtained and stored in advance for each clutch, and linear Solenoid characteristics and mechanical variations of the clutch are compensated for by the entire shift control system.
[0060]
As will be described below, as the manipulated variable QATON is increased, the time required for completing the preparation (preparation completion time) can be shortened. However, on the other hand, the variation width increases as shown in FIG. Since the control accuracy is lowered, as in the case of the shift interval, an operation amount having a small variation width and having both control accuracy and responsiveness as shown in FIG. 8 is obtained and set.
[0061]
By measuring the preparation end time as shown in FIG. 9 while changing the clutch rotational speed (input shaft rotational speed NM) and the ATF oil temperature with respect to the transmission interval and operation amount set as described above, each clutch It is possible to collect necessary data.
[0062]
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-described preparation completion time is corrected.
[0063]
Hereinafter, this data collection will be described. First, as shown in FIG. 10, the data collection preparation end time (hereinafter referred to as “T”) is measured while changing the transmission interval Xn.
[0064]
The relationship between Xn and T is graphed as shown in FIG. 11, and T is normalized between 0 (internal oil empty) and 1 (internal oil full) with respect to Xn as shown in FIG. Next, as shown in FIG. 13, an oil reduction amount (decrease speed) with respect to the transmission interval Xn is obtained and converted into an oil reduction amount (decrease speed) dOIL with respect to the oil amount as shown in FIG.
[0065]
That is, when the operation amount is set to zero, the value of FIG. 13 is searched for the internal oil amount 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. The oil amount is also zero.
[0066]
Next, as shown in FIG. 15, by mapping the oil amount (oil remaining amount) and the oil decrease amount with respect to the input shaft rotational speed NM with respect to the ATF oil temperature TATF, as shown in FIG. 16, the input shaft rotational speed NM It is possible to grasp the change of the oil amount with respect to the change of the oil.
[0067]
That is, as indicated by reference numeral B in FIG. 17, when only the oil amount for the transmission interval Xn is stored, it proceeds discontinuously (or returns) in the time axis direction and it is very difficult to follow the change in the rotational speed. For this reason, it is impossible to grasp the change in the oil amount with respect to the change in the input shaft rotation speed. However, the above configuration makes it possible to grasp the change.
[0068]
Accordingly, when the operation amount is given, the preparation end time T when the internal oil is empty is stored, and the internal oil amount OILn is calculated from the oil reduction amount dOIL, and the actual preparation end time (control time, hereinafter) is calculated based on them. "T1") can be determined (corrected).
[0069]
Based on the above, the ON preparation pressure calculation process will be described with reference to FIG.
[0070]
First, in S300, it is determined whether SFTMON is 10h. Since SFTMON is set to 10h in S104 of the flowchart of FIG. 3, the determination is affirmed and the process proceeds to S302, the value of SFTMON is rewritten to 11h, the process proceeds to S304, and the ON side clutch (second speed clutch C2 in the example) The preparation pressure QDB1A and the above (actual) preparation end time T1 are searched.
[0071]
FIG. 18 is a subroutine flowchart showing the processing.
[0072]
In the following description, in S400, a map search is performed for the preparation end time T1 from the detected input shaft speed NM and the ATF oil temperature TATF, and the process proceeds to S402. Similarly, from the detected input shaft speed NM and the ATF oil temperature TATF. The prepared pressure QDB1A is searched for a map, and the process proceeds to S404 to estimate the oil remaining amount OILn. In the oil remaining amount OILn, 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.
[0073]
FIG. 19 is a subroutine flow chart showing the estimation process of the oil remaining amount OILn. This process is performed for each clutch. Hereinafter, for simplification of description, the second-speed clutch C2 for the destination stage in this example will be described as an example, but the same applies to other clutches.
[0074]
To explain below, in S500, it is determined whether or not the value of the timer tmST (down counter) is zero. This timer is set to 0 in S102 of the flow chart of FIG. 3 when the gear is not being shifted, in other words, when SFTMON = 0 in the time chart of FIG.
[0075]
When the result in S500 is affirmative, the program proceeds to S502, in which it is determined whether the destination stage (gear) GB is the second speed. If the determination is affirmative, the speed change is not being performed and the second speed clutch C2 is on (engaged), so the process proceeds to S504, where the remaining oil amount OIL2 (the remaining oil 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.
[0076]
When the result in S502 is negative, the program proceeds to S506, in which it is determined whether or not the oil remaining amount OIL2 of the second speed clutch C2 is smaller than the predetermined value #OILMIN. If the result is affirmative, the procedure proceeds to S508 and the oil remaining amount (previous value) is 0, that is, the second speed clutch C2 is estimated to be empty without oil.
[0077]
On the other hand, when the result in S506 is negative, the program proceeds to S510, in which the corresponding map is set from the detected input shaft rotational speed NM and the remaining oil amount OIL2 according to the ATF oil temperature TATF and the exhaust oil passage route of the clutch. The map is searched to obtain the aforementioned oil reduction amount dOIL2.
[0078]
Next, in S512, the oil remaining amount OIL2 is corrected by subtracting the oil decrease amount dOIL2.
[0079]
On the other hand, when the result in S500 is negative, it is determined that shifting is in progress and the process proceeds to S514, where it is determined whether the target stage GB is the second speed. When the result in S514 is affirmative, the process proceeds to S516, where it is determined whether the current stage GA is in the second speed and the operation amount (supply hydraulic pressure) QATOF is equal to or greater than the predetermined value # QDB1MIN. The quantity OIL2 is set to 1.
[0080]
On the other hand, when the result in S516 is negative, the program proceeds to S520, in which it is determined whether or not the remaining oil amount OIL2 is less than the predetermined value #OILMIN, and when the result is affirmative, the program proceeds to S522 and the remaining oil amount OIL2 is set to zero. When the result in S520 is negative, the program proceeds to S524, where the oil decrease amount dOIL2 is searched for a map in the same manner as in S510, and the program proceeds to S526 where the remaining oil amount OIL2 is subtracted and corrected in the same manner as S512.
[0081]
When the result in S514 is negative, the program proceeds to S528, in which it is determined whether the shift mode QATNUM is 1 * h and the value of the timer tUPA1 (the value corresponding to the preparation end time) is not 0, that is, whether an upshift is being prepared. If the determination is affirmative, the process proceeds to S530, and the remaining oil amount is added and corrected by a value obtained by dividing the remaining oil amount OIL2 by the value tUPA1.
[0082]
When the result in S528 is negative, the program proceeds to S532, in which it is determined whether the speed change mode QATNUM is 2 * h and the value of the timer tKPAJ is not 0, that is, whether the downshift is being prepared. Then, the remaining oil amount is added and corrected by a value obtained by dividing the remaining oil amount OIL2 by the value tKPAJ. When the result in S532 is negative, the program proceeds to S536, and the remaining oil amount OIL2 is set to 1.
[0083]
Returning to the description of the flow chart of FIG. 18, the process then proceeds to S406, where the preparation end time T1 is corrected by multiplying the oil remaining amount OILn thus obtained by the preparation end time T1.
[0084]
Returning to the description of the flow chart of FIG. 6, the process then proceeds to S306, where the preparation completion time T1 obtained is set in the timer tUPA1 (down counter) and time measurement is started.
[0085]
Next, in S308, the ON preparation pressure QDB1A obtained is set as the clutch hydraulic pressure amount QATON. This is the same when the result in S300 is NO.
[0086]
With such a configuration, it is possible to obtain an operation amount and a control time that have a small variation width and an appropriate responsiveness in response to the rising of the clutch. In addition, appropriate control can be realized for continuous shifting by estimating and correcting the internal oil amount (remaining oil amount).
[0087]
Returning to the explanation of the flow chart of FIG.
[0088]
FIG. 20 is a subroutine flow chart showing the processing.
[0089]
In the following description, an OFF shelf pressure (lower limit pressure) TQOF is appropriately calculated in S600, and the OFF shelf pressure calculated in S602 is set as the clutch hydraulic pressure amount QATOF.
[0090]
Returning to the explanation of the flow chart of FIG. 3, in the next program loop, the determination of S100 is set to 10h in S110 in the previous program loop, so it is denied and proceeds to S114, and SFTMON is set to 10h or 11h ( Whether it is shown in FIG.
[0091]
If the result in S114 is affirmative, the process proceeds to S116, where it is determined whether or not the value of the timer tUPA1 indicating the preparation end time T1 has reached 0. If YES, go to S118 and rewrite SFTMON to 20h.
[0092]
Next, in S120, the torque phase ON / OFF torque is calculated.
[0093]
FIG. 21 is a subroutine flow chart showing the processing.
[0094]
The process will be outlined before entering the description of FIG. 3. In this embodiment, in the ON-side clutch, the follow-up time with respect to the hydraulic pressure level and the torque rise characteristics of the rise after the preparation is finished are shown in the ECU 80. It was decided from the data kept inside.
[0095]
As a result, the ECU 80 can recognize how and when the ON-side clutch starts to have torque, and calculates the hydraulic pressure required for the OFF-side clutch from the recognized ON-side clutch torque and the estimated input torque (engine torque). can do. That is, in this process, the value on the OFF side is determined so as to balance the input on the ON side.
[0096]
As will be described below, in the upshift, the hydraulic pressure of the inertia phase is set from the viewpoint of reducing the shift shock. In FIG. 22, when the reference target operation amount is X, in order to make the actual clutch (oil) pressure reach the reference target operation amount X at the set target time Y, the transient operation amount is determined as follows. .
[0097]
That is, as shown in FIG. 23, the follow-up time (time from when the torque starts to rise until the hydraulic pressure reaches the command value) B is output to the ROM 84 of the ECU 80 as shown in FIG. It is obtained through an experiment and stored as the slope K (= A / B). The operation amount A is a plurality of values determined from the operation amounts actually used for control, and is held as map data (first data) X1 (n) with respect to the input shaft rotational speed NM and ATF oil temperature. .
[0098]
Further, as shown in FIG. 24, K is similarly used as map data (second data) as an indicator of the response characteristic of the manipulated variable A that realizes the inclination, that is, the actual hydraulic pressure that is reached in a certain time when it is output. Data).
[0099]
Next, the ratio of X and Y (= X / Y) is obtained, and the ratio (hereinafter referred to as “KX”) is set as a target value, and as shown in FIG. Data). As a result, if K> KX, the internal data is larger, that is, it is possible to reach the reference target manipulated variable X in the target time Y. Therefore, as shown in FIG. The power slope (determined value) KZ is set as the target value KX.
[0100]
On the other hand, if K <KX, the target inclination is larger, that is, it is impossible to reach the reference target operation amount X in the target time Y, so the execution is performed as shown in FIG. The time is extended to Y1, and the slope KZ to be executed is set as the map data K.
[0101]
Next, the operation amount A is determined from the map data (second data) as shown in FIG. That is, the map data is searched with the determined slope KZ, and the operation amount X1 (n) is calculated. When K <KX, it is not necessary to output the reference target manipulated variable X during the target time, so X1 <X. When K> KX, X and X1 are basically close values.
[0102]
With respect to the target time, the execution time Y1 is Y1 = X / KZ. When KZ = KX, Y = Y1, and when KZ <KX, Y1 = (X / KZ)> Y as shown in FIG. This means that the execution time is automatically extended when the target time cannot be realized based on the inherent value of the mechanical system in the setting data.
[0103]
Further, when KZ> KX, as shown in FIG. 25 (b), when X1 is output as a transient intermediate pressure (operation amount) in order to reach the hydraulic pressure exactly at the target time, the time Y1 for outputting the X1 Can be obtained by Y1 = X1 / KZ.
[0104]
Based on the above, calculation of torque phase ON torque and OFF torque will be described with reference to FIG.
[0105]
In the following, the G1 torque TQUIA1 is calculated in S700. Here, the G1 torque means a target torque at the start of the inertia phase, which is determined based on a target value in the longitudinal gravity acceleration (hereinafter referred to as “G”). Further, G2 torque and G3 torque, which will be described later, mean similar torques at the inertia phase intermediate point and the terminal point.
[0106]
FIG. 27 is a subroutine flow chart showing the processing.
[0107]
To explain below, in S800, it is determined whether SFTMON is 20h. Since it is set to 20h in S118 of the flowchart of FIG. 3, the determination in S800 is affirmed and the process proceeds to S802, and the detected vehicle speed V is fixed to the 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.
[0108]
Next, the process proceeds to S804, where it is determined whether or not the estimated input torque (engine torque) TTAP is equal to or greater than 0. If the determination is negative, the process proceeds to S806, where the G1 torque TQUIA1 is set to a predetermined value #dTQUIAM (a value indicating a surplus torque. For example, 3 kgf · m. ).
[0109]
When the result in S804 is affirmative, the routine proceeds to S808, where the ratio (correction coefficient) # kGUIA1 and the gear ratio # RATIOn / # RATIIOm obtained by searching the estimated input torque (engine torque) TTAP from the fixed vehicle speed VUTA and the throttle opening TH. It is determined whether or not a value obtained by subtracting 1 from the value obtained by multiplying 1 exceeds the predetermined value #dTQUIAM described above.
[0110]
When the result in S808 is negative, the process proceeds to S812. The value obtained by adding the above-mentioned predetermined value #dTQUIAM to the estimated input torque TTAP is set as G1 torque TQUIA1, and when the result is affirmative, the process proceeds to S810. G1 torque TQUIA1 is calculated.
TQUIA1 = TTAP * {1 + # KGUIA1 * ((# RATIOn / # RATIom) -1)}
[0111]
The G1 torque and ratio (correction coefficient) # kGUIA1 will be described later again. In the above formula and other formulas, * indicates a multiplication symbol.
[0112]
Returning to the description of the flowchart of FIG. 21, the process proceeds to S702, where the Gt torque TQUATA1 is calculated. The Gt torque TQUATA1 is a torque at the end of the torque phase.
[0113]
FIG. 28 is a subroutine flow chart showing the processing.
[0114]
Explained below, in S900, it is determined whether or not the estimated input torque (engine torque) TTAP is equal to or greater than 0. If the determination is affirmative, the flow proceeds to S902, and the estimated input torque TTAP is multiplied by a predetermined torque phase setting value # kGUTA1. The obtained value is set as the target torque tquanta1, and when the result is negative, the process proceeds to S904, where the target torque tquanta1 is set to zero.
[0115]
Next, the process proceeds to S906, where it is determined whether SFTMON is 20h. If the result is affirmative, it is determined that the torque phase is the first time, and the process proceeds to S908. It is determined whether the value tquata1 is equal to or greater than the Gt torque TQUATA1. If the result is affirmative, the program is terminated so as not to be updated because it is larger than the previous value. If the result is negative, the program proceeds to S912, and the target torque tquanta1 is set as the Gt torque TQUATA1.
[0116]
29A, 29B, and 29C show variables used in the flowcharts of FIGS.
[0117]
Returning to the flowchart of FIG. 21, the process proceeds to S704, where it is determined whether SFTMON is 20h, that is, whether this is the first program loop after entering the torque phase, and if affirmative, the process proceeds to S706, where the value of SFTMON Is set to 21h, and the process proceeds to S708, where the Gt torque TQUATA1 is converted into a hydraulic pressure to obtain the Gt pressure QUATA1.
[0118]
Next, in S710, the ON-side minimum pressure QUAIAL is searched.
[0119]
Next, the routine proceeds to S712, where the predetermined value #TMUTAG is searched to obtain the torque phase target time TMUTAG, and the routine proceeds to S714, where the torque phase control time TMDB2A (follow-up time to the target value) of the upshift ON side clutch and the torque phase boost pressure QDB2A. (X1 (a) equivalent value in FIG. 25B), boost control time TMDB2B (Y equivalent value in FIG. 25B), and the like are calculated.
[0120]
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.
[0121]
Explaining below, in S1000, it is determined whether or not the Gt pressure QUATA1 exceeds the ON-side minimum pressure QUAIAL. If the determination is affirmative, the process proceeds to S1002, and the ultimate pressure height quata1 (corresponding to X described above with reference to FIG. 22) is set to Gt. In addition to the pressure QUATA1, if the result is negative, the flow proceeds to S1004, and the ultimate pressure height quata1 is set to the minimum pressure QUAIAL.
[0122]
Next, the processing proceeds to S1006, and a map search is performed for the torque phase maximum gradient kDB2A (corresponding to K described above with reference to FIG. 25A) from the input shaft speed NM, the ultimate pressure height quata1 and the ATF oil temperature TATF, based on the transmission mode QATNUM. . Next, the process proceeds to S1008, where the ultimate pressure height quata1 is divided by the above-described value (torque phase target time, which corresponds to Y described above with reference to FIG. 22) TMUTAG, and the obtained value is divided into the torque phase slope kDB2B (with reference to FIG. 25 (a)). Equivalent to KX described above). FIG. 32A shows the torque phase target time TMUTAG and the like.
[0123]
Next, in S1010, it is determined whether or not the obtained torque phase gradient kDB2B exceeds the torque phase maximum gradient kDB2A. If the result is affirmative, it is determined that the torque phase time is extended, and the flow proceeds to S1012 and the torque phase maximum gradient kDB2A is set to the gradient k. And On the other hand, when the result is negative, the process proceeds to S1014, and the torque phase gradient kDB2B is set as the gradient k.
[0124]
Next, in S1016, based on the shift mode QATNUM, the boost pressure QDB2A is searched for a map from the detected input shaft speed NM, inclination k, and ATF oil temperature TATF.
[0125]
Next, the process proceeds to S1018, where the torque phase control time TMDB2A is determined (set) by dividing the aforementioned quta1 by the slope k, and the process proceeds to S1020, where the boost control time TMDB2B is determined (set) by dividing the boost pressure QDB2A by the slope k. Then, the process proceeds to S1022, and a map search is performed for the half turn time TMDB2C from the input shaft speed NM, the boost pressure QDB2A, and the ATF oil pressure TATF based on the speed change mode QATNUM.
[0126]
Returning to the description of FIG. 21, the process proceeds to S716, where the torque phase control time TMDB2A, the boost control time TMDB2B, and the breakage time TMDB2C are set to the timers tUTAG, tUTA1, and tUTA2, respectively, and time measurement is started, and the process proceeds to S718. Then, boost pressure QDB2A calculated according to appropriate characteristics is converted into torque TQUATAB.
[0127]
Next, the process proceeds to S720, where the ON side clutch torque TQON is set to 0, and the process proceeds to S722, where the margin input torque value #dTQUTRF is added to the estimated input torque TTAP, and the sum is set as the OFF side clutch torque TQOF.
[0128]
On the other hand, when the result in S704 is negative, the process proceeds to S724, where it is determined whether SFTMON is 21h. When the result is affirmative, the process proceeds to S726, where it is determined whether the value of the timer tUTA2 (TMDB2C) is 0 and the result is negative. As shown in FIG. 31A, it is determined that it is before the middle break, and the process proceeds to S720.
[0129]
When the result in S726 is affirmative, the program proceeds to S728, SFTMON is set to 22h, the program proceeds to S730, and as shown in FIG. 31 (b), the ON side clutch torque TQON is calculated by linear interpolation of TQUATA1, etc. Then, TQON is subtracted from the value obtained in the same manner as in S722, and the obtained value is set as the OFF side clutch torque TQOF.
[0130]
If the result in S724 is negative, the process proceeds to S734. If SFTMON is 22h, the process proceeds to S736. If the result is positive, the process determines whether the timer tUTA1 is 0. If the result is negative, the process proceeds to S730. When the result is affirmative, the process proceeds to S738, and SFTMON is set to 23h. If the result in S734 is negative, the program proceeds to S740.
[0131]
Next, the process proceeds to S740, and similarly, the ON side clutch torque TQON is calculated by linearly interpolating between TQUATAB and TQUATA1 as shown in FIG. 31 (c), and the process proceeds to S742, where the OFF side clutch torque is the same as the process of S732. TQOF is calculated.
[0132]
By configuring in this way, it is possible to perform control in consideration of the followability of the hydraulic pressure, and it is possible to follow the change of the estimated input torque (engine torque) without causing a rise. Further, since no blow is detected, the torque phase control time can be shortened, and good shift shock control can be realized.
[0133]
Returning to the description of the flow chart of FIG. 3, the process proceeds to S122, where the ON-side torque phase pressure (clutch hydraulic pressure amount) QATON is calculated from the Gt pressure and the like. The process proceeds to S124, and as shown in FIG. The clutch torque phase pressure (clutch hydraulic pressure amount) QATOF is calculated.
[0134]
On the other hand, when the result in S114 is negative, the process proceeds to S126, and it is determined whether SFTMON is 20h or 21h. When the result is affirmative, the process proceeds to S128, and it is determined whether or not the value of the timer tUTAG is 0. Advances to S120, and if affirmative, advances to S130 and sets the value of SFTMON to 30h.
[0135]
Here, calculation (estimation) of engine torque (estimated input torque) TTAP will be described.
[0136]
Conventionally, the engine torque is estimated from the vehicle speed and the throttle opening as described in, for example, Japanese Patent Laid-Open No. 6-207660, or estimated from information such as the engine speed and the absolute pressure in the intake pipe, and further the state of the torque converter, etc. It was estimated from.
[0137]
However, when estimating from the throttle opening, etc., it is not possible to sufficiently follow environmental changes, and when estimating from the intake pipe absolute pressure, etc., elements of the torque converter and inertia energy are not taken into account. There was a disadvantage that the estimation accuracy was not sufficient. Furthermore, when estimating from the state of the torque converter, the torque absorption characteristics change suddenly near the direct connection, and thus there is a disadvantage that the estimation accuracy is lowered particularly in a transient state.
[0138]
Therefore, in this embodiment, as shown in FIG. 33, the engine torque TEPB set so that the map can be searched from the engine speed NE and the intake pipe absolute pressure PBA is used, and the engine speed NE is used to increase it. The inertia torque DTEI is calculated, and the input torque TTAP is calculated (estimated) using the calculated inertia torque DTEI and the torque converter torque ratio KTR.
[0139]
More specifically, it is calculated as in the following equation.
TTAP = (TEPB-DTEI) * KTRLAT
[0140]
Note that the DTEI is zero in the torque converter slip ratio ETR> 1.0, that is, in the reverse drive state, and is smoothed for use in the upshift. Further, in order to avoid the influence of the rotation change during the inertia phase, when the shift is started at the time of the shift up, the engine speed NE decreases and the inertia torque DTEI becomes negative, but the engine torque does not change, so the shift is in progress. The inertia torque at is not calculated. That is, DTEI is fixed at the time of shifting to inertia phase control.
[0141]
As for the KTR, as shown in the time chart of FIG. 34, when the actual KTR is used during shifting, 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, so that the followability to the target G in the inertia phase control described later is improved.
[0142]
Based on the above, the calculation process of the estimated input torque will be described with reference to the flowchart of FIG.
[0143]
First, a map search is made for the engine torque TEPB described above from the engine speed NE detected in S1100 and the intake pipe absolute pressure PBA, and the process proceeds to S1102 to calculate DTEI.
[0144]
FIG. 36 is a subroutine flow chart showing the processing.
[0145]
As will be described below, whether or not the engine is stalled is determined by an appropriate method in S1200. If the determination is affirmative, 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, in S1204, the engine speed change amount DNE (described later) is reset to zero.
[0146]
When the result in S1200 is negative, the program proceeds to S1206, where it is determined whether or not the ten buffers of the counter (ring buffer) have been filled. When the result is affirmative, the program proceeds to S1208, and 100 msec before the engine speed NE detected this time. The engine speed change amount DNE is calculated by subtracting the engine speed NEBUFn detected and stored in the buffer. If the determination is negative, S1208 is skipped.
[0147]
Next, in S1210, the engine speed NE detected this time is stored in the buffer, and in S1212, the ratio of the detected engine speed NE and the input shaft speed NM is calculated to calculate the torque converter slip ratio ETR. It is determined whether the calculated value is greater than 1.0.
[0148]
When the result in S1212 is affirmative, the process proceeds to S1214, and a value DTEI (described later) is reset to 0. When the result is negative, the process proceeds to S1216, and it is determined whether or not the calculated engine speed change amount DNE is less than zero. When the result in S1216 is affirmative, the process proceeds to S1214. When the result is negative, the process proceeds to S1218, and the above-described value DTEI is calculated by multiplying the engine speed change amount DNE by a predetermined value #KDTEIX.
[0149]
Next, in S1220, it is determined whether the timer tST is 0 or not. Since this timer has a value of 0 during a shift in another routine (not shown), the determination in S1220 corresponds to determining whether a shift is being performed. When the result is negative in S1220, the subsequent processing is skipped, that is, the value of DTEI is held during shifting, and when the result is affirmative, the process proceeds to S1222, and the weighted average with the previous value DETIn using the weight coefficient #NDTEI The value is calculated and smoothed (averaged).
[0150]
Returning to the description of the flow chart of FIG. 35, the process proceeds to S1104, where the KTR is searched from the calculated ETR as shown in FIG. 33, and the process proceeds to S1106 to determine whether the calculated TEPB exceeds 0.
[0151]
When the result in S1106 is affirmative, the process proceeds to S1108, where it is determined whether or not TEPB exceeds DTEI. When the result is affirmative, the process proceeds to S1110, and the value obtained by subtracting DTEI from TEPB is multiplied by KTR. TEPBK. If the result in S1106 or S1108 is NO, the process proceeds to S1112 and TEPB is set to TEPBK. TEPBK is a value for calculating engine torque for power-on downshift control.
[0152]
Next, the process proceeds to S1114, where it is determined whether or not a shift is being performed from the value of the timer tST. When the determination is affirmative, the process proceeds to S1116, and when KTR is rewritten as KTRLAT, when the determination is negative, the process proceeds to S1118. If NO, the process proceeds to S1120. Similarly, the KTR is rewritten as KTRLAT, and if NO, the process proceeds to S1122.
[0153]
As shown in FIG. 33, these are for engine torque calculation of upshift control. In FIGS. 33 and 35, KTR is indicated as KTRLAT and TTAP is indicated as TTAPL. In this embodiment, the upshift is described as an example. Therefore, KTR is synonymous with KTRLAT and TTAP is synonymous with TTAPL.
[0154]
Next, the process proceeds to S1122, where it is determined whether or not TEPB exceeds 0. When the determination is negative, the process proceeds to S1124, and when TEPB is set to TTAP, when the determination is affirmative, the process proceeds to S1126 and determination is made whether TEPB exceeds DTEI. When the result is negative, the process proceeds to S1124. When the result is positive, the process proceeds to S1128, and TTAP is calculated as shown in the figure.
[0155]
Next, the process proceeds to S1130, where it is determined whether the shift mode QATNUM is 1 * h and SFTMON is 30h or more. If the result is negative, the torque phase is reached, so the process proceeds to S1132, where NE is rewritten as NEL and latched.
[0156]
Next, the process proceeds to S1134, where a TEPBL is searched for a map from the latched engine speed NEL and the intake pipe absolute pressure PBA as shown in FIG. 33, and the process proceeds to S1136, where it is determined whether the search value TEPBL exceeds 0 or not. If YES, proceed to S1138 and set TEPBL to TTAPL.
[0157]
On the other hand, when the result in S1136 is affirmative, the process proceeds to S1140, and it is determined whether or not TEPBL exceeds DTEI. When the result is negative, the process proceeds to S1138, and when the result is affirmed, the process proceeds to S1142, and TTAPL is calculated as shown in the figure. .
[0158]
In this way, as shown in FIG. 33, when the upshift inertia phase control is entered, the engine speed NE for search is latched, and the estimated input torque is upshifted and downshifted (particularly KD (power-on downshift)). ) Is calculated separately. As described above, TTAPL is equivalent to TTAP.
[0159]
Returning to the description of the flowchart of FIG. 3, the process proceeds to S132, and the G1 torque, G2 torque and G3 torque described above on the ON side of the inertia phase are calculated.
[0160]
FIG. 37 is a subroutine flow chart showing the processing.
[0161]
Prior to the description of this figure, this process will be outlined with reference to FIGS.
[0162]
As described above, in the control according to the conventional technique (the technique described in JP-A-6-207660), in the upshift, the hydraulic pressure is increased until a driving force equal to the driving force of the previous stage (current stage) is obtained. Although the driving force acting around the driving shaft of the vehicle is maintained for a time but is not equivalent to the longitudinal acceleration or gravitational acceleration G acting on the entire vehicle, the driving force is controlled to be equal to the driving force in the preceding stage. In some cases, the overall shock may worsen.
[0163]
That is, depending on the driving condition of the vehicle, the torque rise from the pulling in of the torque phase becomes large, and in the whole vehicle, the acceleration in the vertical direction and the gravity acceleration (pitching) in the vertical direction occur, and the occupant rejects the big shock. I may feel it.
[0164]
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 this results in exceeding the G generated in the previous stage (current stage). Is not preferred.
[0165]
Therefore, in this embodiment, the target G is set in advance on the front side and the rear side of the inertia phase, and at the time of setting, the ratio (predetermined) using the estimated input torque TTAP (TTAPL) and the gear ratio # RATIOn, m before and after the shift. Value) KGUIAn (n: about 1 to 3), and the clutch torque (operation amount) is determined based on the value.
[0166]
More specifically, when a predetermined height (size) of the target G of the vehicle is defined as 1 at the current stage and 0 is defined at the target stage, it is selected between 1 and 0. Ratio KGUIAn (n: 1 to 3, shown in FIG. 29 (c)) and determining the clutch torque from at least the ratio and the estimated input torque, etc., effectively reducing shift shock and occupant sensitivity To fit well.
[0167]
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 rear gear (second gear in the example) is defined as 0 ( (B) in the figure, and is set to about 0.3 to 0.7 ((c) in the figure), so that control in which the shift shock and the shift time (in other words, clutch load) are balanced can be realized. it can.
[0168]
FIG. 40 is a time chart showing the overall control. In the figure, a value corresponding to the estimated input torque TTAP corresponds to a height 0 (KGUIA1 = 0) equal to G in the subsequent stage.
[0169]
The calculation formula is as follows.
Inertia front clutch torque
TQON1 = TTAP * {1 + KGUIA1 * ((# RATIOn / # RATIom) -1)}
Inertia phase intermediate clutch torque
TQON2 = TTAP * {1 + KGUIA2 * ((# RATIOn / # RATIom) -1)}
Inertia phase rear clutch torque
TQON3 = TTAP * {1 + KGUIA3 * ((# RATIOn / # RATIom) -1)}
[0170]
In the above, #RATIOn: reduction ratio of the front stage gear, #RATIOM: reduction ratio of the destination stage gear. Then, the clutch operation amount is calculated based on TQON1, TQON2, and TQON3.
[0171]
The setting of the G waveform is arbitrary. For example, when setting the G waveform to the lower right, it can be easily realized by increasing the ratio KGUIA1 and decreasing the ratio KGUIA2 or 3. Further, if setting values are added, more detailed settings can be made.
[0172]
As described in S808 and S810 of the flowchart of FIG. 27, the ratio KGUIAn is determined for each shift mode such as upshift from 1st speed to 2nd speed or upshift from 2nd speed to 3rd speed. It is set as a map value that can be searched from the opening TH. In consideration of the heat load of the clutch, it is desirable to set so as to increase as the throttle opening increases.
[0173]
Based on the above, the following description will be given with reference to the flowchart of FIG.
[0174]
First, at S1300, a predetermined value # dGRUIA2 is added to the preceding (current stage) equivalent clutch slip ratio GRATIO (GA) to calculate the inertia phase switching slip ratio gria2. FIG. 41 shows the switching slip ratio gria2. Note that GRATIO (GA) is a value obtained by multiplying the clutch slip ratio GRATIO (input shaft rotational speed NM / output shaft rotational speed NC) by the reduction gear ratio, and is a value corresponding to the preceding gear stage (gear).
[0175]
Next, the routine proceeds to S1302, where it is determined whether or not the clutch slip ratio GRATIO is less than the switching slip ratio gria2. If the determination is affirmative, the routine proceeds to S1304 where the G1 torque TQUIA1 is calculated.
[0176]
The calculation of the G1 torque TQUIA1 has already been described with reference to FIG. 27, but here again, as shown in S808 or S810, the above-described ratio (correction coefficient. Correction coefficient) to the estimated input torque (engine torque) TTAP. (Map search from throttle opening TH and fixed vehicle speed VUTA) A value obtained by multiplying # kGUIA1 is defined as G1 torque TQUIA1.
[0177]
Returning to the description of the flow chart of FIG. 37, the process then proceeds to S1306 to calculate the G2 torque TQUIA2.
[0178]
FIG. 42 is a subroutine flowchart showing the processing, and the G2 torque TQUIA2 is calculated through the processing from S1400 to S1408, except that the second ratio # kGUIA2 corresponding to the G2 torque is used. This is not different from the calculation of the G1 torque TQUIA1 shown in FIG.
[0179]
Returning to the description of the flowchart of FIG. 37, the process proceeds to S1308, where the calculated G1 torque TQUIA1 and G2 torque TQUIA2 are interpolated, and the ON-side clutch torque TQON therebetween is calculated.
[0180]
If the result in S1302 is negative, the program proceeds to S1310, where G2 torque TQUIA2 is calculated as shown in FIG. 42, and the program proceeds to S1312, where G3 torque TQUIA3 is calculated.
[0181]
FIG. 43 is a subroutine flow chart showing the processing, and the G3 torque TQUIA3 is calculated through the processing from S1500 to S1508, except that the third ratio # kGUIA3 corresponding to the G3 torque is also used. This is not different from the calculation of the G1 torque TQUIA1 shown in FIG.
[0182]
In the flowchart of FIG. 37, the process proceeds to S1314, where the calculated G2 torque TQUIA2 and G3 torque TQUIA3 are interpolated to calculate the ON-side clutch torque TQON therebetween.
[0183]
Since this embodiment is configured as described above, setting close to the sensitivity of the setter is possible, and the shift shock can be effectively reduced. Further, since the operation amount is calculated using the estimated input torque TTAP as a parameter, the clutch capacity is not balanced, and thus there is no inconvenience that the shift time is unnecessarily prolonged and the shift is not completed within the scheduled time.
[0184]
Returning to the description of FIG. 3, the process proceeds to S134, where the inertia phase OFF-side clutch torque TQOF is set to 0, and the process proceeds to S136, where torque hydraulic pressure conversion to be described later is performed based on the calculated ON-side inertia phase clutch torque TQON. The clutch hydraulic pressure QATON is calculated according to the processing, and the corresponding shift solenoid SLn is commanded based on the calculated clutch hydraulic pressure QATON.
[0185]
Next, the process proceeds to S138, where the clutch hydraulic pressure QATOF is calculated according to the torque hydraulic pressure conversion process described later based on the similarly set OFF-side inertia phase clutch torque TQOF, and the corresponding shift solenoid SLn is commanded based on the calculated clutch hydraulic pressure QATOF. To do.
[0186]
In the next and subsequent program loops, the determination in S126 is denied and the process proceeds to S140, where it is determined whether SFTMON is 30h or 31h. Judge.
[0187]
Predetermined value #GRUEAG is an engagement (engagement) control start clutch slip ratio, and therefore the processing of S142 determines whether or not the shift is being completed so that the clutch starts the engagement (engagement) control. means.
[0188]
When the result in S142 is negative, the process proceeds to S132. When the result is affirmative, the process proceeds to S144, and SFTMON is set to 40h. Next, the process proceeds to S146, where an ON-side engagement pressure (clutch hydraulic pressure amount QATON, that is, torque hydraulic pressure conversion value) is calculated based on the clutch torque TQON.
[0189]
FIG. 44 is a subroutine flow chart showing the processing.
[0190]
Prior to the description of the figure, the calculation of the torque hydraulic pressure conversion value in the inertia phase in this embodiment will be outlined.
[0191]
In calculating the torque hydraulic pressure conversion value, the hydraulic pressure conversion value is generally corrected by the oil temperature, but there is a disadvantage that the oil temperature correction characteristic does not necessarily become a constant value. Furthermore, the vehicle speed V (that is, differential rotation) and the throttle opening TH (that is, hydraulic pressure) should be taken into consideration.
[0192]
Therefore, in this embodiment, the clutch friction coefficient μ is estimated from the Sommerfeld number determined by the ATF viscosity and the clutch (Cn) surface pressure, and torque hydraulic pressure conversion in the inertia phase is performed. . The same applies to torque-hydraulic conversion in the other phases.
[0193]
Hereinafter, calculation of the clutch hydraulic pressure amount performed based on the target clutch torque TQON calculated as described above will be described.
[0194]
The clutch disk friction characteristic (μ characteristic) of the clutch (Cn) varies depending on the rotational difference between the clutch disk and the opposed surface plate, the ATF oil temperature TATF, and the clutch disk surface pressure. Generally, the following is known.
[0195]
1. When the rotational difference (circumferential speed difference) between the clutch disk and the opposed surface 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 shear force increases and μd tends to increase.
3. As the clutch disk surface pressure increases, μd tends to decrease.
[0196]
Actually, since the friction coefficient μd of the clutch disk is determined by mutual influence from the above three characteristics, the state value is determined from the rotational difference between the clutch disk and the opposed surface plate, the ATF oil temperature, and the clutch disk surface pressure. S (the above-mentioned Sommerfeld number) is previously obtained through an experiment as a clutch disk friction coefficient, and stored (stored) in the ROM 84 of the ECU 80 described above.
[0197]
The state value S (Sommerfeld number) is represented by the following equation.
S = ATF viscosity * peripheral speed / clutch disc surface pressure
[0198]
In the upshift inertia phase, the ON-side clutch torque is directly reflected in the output shaft torque. Therefore, to reduce the speed shock, it is necessary to manage the ON-side clutch torque TQON. The clutch torque TQON is generally calculated as follows.
TQON = μ * number of clutch disks * clutch diameter * (clutch pressure * piston area + centrifugal hydraulic component-return spring force)
[0199]
Among them, the value of μ, more specifically, the value of μd varies depending on the situation as described above. Therefore, accurately grasping the value of μd is important for reducing the shift shock.
[0200]
Therefore, in the inertia phase at the time of upshifting, the clutch disc friction coefficient μd is calculated in real time using the state value S for the ON side clutch, and the clutch hydraulic pressure QATON is calculated, and the desired clutch torque is output. be able to.
[0201]
That is, by controlling the actual clutch supply pressure based on the calculated clutch oil pressure QATON, a uniform G waveform is obtained regardless of the difference in rotation between the clutch disk and the opposed surface plate, the ATF oil temperature and the clutch disk surface pressure. Thus, the shift shock can be effectively reduced.
[0202]
That is, when the ATF oil temperature is high, the shift starts from a small S value as shown in FIG. 45 (a), and at a low temperature, the shift starts from a large S value as shown in FIG. 45 (b). FIG. 45 (c) shows the temporal change of the friction coefficient μ at a high temperature, and FIG. 45 (d) shows that at a low temperature. Thus, by grasping the change of the friction coefficient μ and controlling the clutch oil (pressure), more uniform hydraulic characteristics can be obtained.
[0203]
Based on the above, the hydraulic pressure change process for the ON side clutch torque will be described with reference to the flowchart of FIG. FIG. 46 is a block diagram showing the processing in the same manner.
[0204]
First, it is determined whether or not the target clutch torque TQON calculated in S1600 is less than 0, in other words, a negative value. If the determination is affirmative, the process proceeds to S1602, and the target clutch torque TQON is set to 0.
[0205]
Next, in S1604, the flag f. It is determined whether the MYUON bit is set to 1. Since the bit of this flag is set to 1 when a shift is started in another routine (not shown), the determination in S1604 corresponds to determining whether or not it is the first shift.
[0206]
When the result in S1604 is affirmative, it means that the speed change control is the first time, the process proceeds to S1606, the flag bit is reset to 0, the process proceeds to S1608, and the clutch disk friction coefficient μ is set to the initial value # μDCn. This is because the value of μ is required to calculate the state value S. If the result in S1604 is NO, the process proceeds to S1610, and the previous value of μ (during the previous program loop) μn is set to μ (current).
[0207]
Next, the processing proceeds to S1612, where the differential rotation dnm. nc is calculated, the process proceeds to S1614, and the state value (Sommerfeld number) S is calculated. 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 Sommerfeld calculation coefficient KZOM is obtained by dividing the value by the clutch torque TQON.
[0208]
More specifically, it is calculated by S = (η * dnm.nc) / Pdisk. Pdisk indicates the clutch surface pressure, and is calculated by Pdisk = TQON / (KZOM * μ). Further, η indicates oil viscosity, and a value obtained by performing a table search from the detected ATF oil temperature is used. The friction coefficient μ uses the previous value or a fixed value as described in the above step.
[0209]
Next, in S1616, a table is searched from the state value (Sommerfeld number) S in which the clutch disk friction coefficient μd is calculated. In S1618, the target clutch torque TQON is divided by the coefficient KDISK multiplied by the friction coefficient μd. (Disc pushing force by hydraulic pressure) is calculated. The coefficient KDISK is a value set for each clutch in order to calculate the disk pressing force FDISK from the target clutch torque TQON.
[0210]
Next, in S1620, as shown in the figure, the clutch oil pressure QATON is calculated by subtracting the clutch drum centrifugal oil pressure Fctf from the FDISK and adding the return spring force Frtn to the clutch piston pressure receiving area Apis. . Note that Fctf uses a value obtained by searching a table from the input shaft speed NM.
[0211]
Returning to the description of the flow chart of FIG. 3, the process proceeds to S148, and the engagement pressure on the OFF side (clutch hydraulic pressure QATOF) is calculated by the same method.
[0212]
FIG. 47 is a subroutine flow chart showing the processing.
[0213]
In the following, it is determined whether or not the target clutch torque TQOF calculated in S1700 is less than 0, in other words, a negative value. If the determination is affirmative, the process proceeds to S1702, and the clutch torque TQOF is set to 0.
[0214]
Next, the process proceeds to S1704, where it is determined whether or not the speed change mode QATNUM is 2 * h, in other words, whether it is a downshift, and if not, the process proceeds to S1706 and the flag f. The MYUOF bit is reset to 0, and the process proceeds to S1708. Since the OFF pressure control in the upshift is based on the assumption that the clutch is not slid, the clutch disk friction coefficient μd is set to a predetermined value # μSCn (static friction coefficient).
[0215]
If the determination in step S1704 is affirmative and it is determined that a downshift has been performed, the process proceeds to step S1710, in which the flag f. It is determined whether or not the MYUOF bit is set to 1. If the result is affirmative, the process proceeds to S1712, the flag bit is reset to 0, the process proceeds to S1714, and μ is set to the initial value # μDCn. If the result in S1710 is NO, the program proceeds to S1716, and the previous value of μ (during the previous program loop) μn is set to μ (current).
[0216]
Next, in S1718, the clutch differential rotation domega is set to a constant value #dOMEGA. Thereafter, as in the case of the ON side, the process proceeds to S1720 to calculate the state value (Sommerfeld number) S, and proceeds to S1722 to search the table from the state value (Sommerfeld number) S from which the clutch disk dynamic friction coefficient μd is calculated. Then, FDISK is detected, and the process proceeds to S1726 to calculate the clutch hydraulic pressure QATOF as shown in the figure.
[0217]
Returning to the description of the flow chart in FIG. 3, when the result in S140 is negative, the process proceeds to S150, and it is determined whether or not the value of the timer tUEAG has reached zero. When the result is negative, the process proceeds to S146 and affirmed. When this is the case, the process proceeds to S152, and finishes by performing an end process such as resetting parameters.
[0218]
In this embodiment, as described above, the output of the internal combustion engine (engine E) mounted on the vehicle is preset according to the operating state, more specifically, according to the vehicle speed (V), the throttle opening (TH), and the like. In the control device for the automatic transmission (transmission T) that changes speed through the frictional engagement element (clutch Cn) according to the changed transmission characteristics and transmits it to the drive wheels (W), the input torque ( Input torque calculating means (ECU 80, S20, S132, S1100 to S1142, S1200 to S1218) for calculating the estimated input torque TTAP), at least the preset target value (target G) of the vehicle acceleration and the current stage and destination When the upper and lower limit values are used as those of the stage, the predetermined value (ratio KGUIAn) selected between the upper and lower limit values and the calculated Target torque calculation means (ECU 80, S20, S132, S1300 to S1314) for calculating a target torque (TQON) in the inertia phase of the friction engagement element (clutch Cn) that realizes the destination stage from the force torque (TTAP), Hydraulic pressure amount calculating means (ECU 80, S20, S136) for calculating a hydraulic pressure amount (QATON) to be supplied to the friction engagement element based on the calculated target torque, and the friction engagement based on the calculated hydraulic pressure amount. A hydraulic control circuit (O) for supplying hydraulic pressure to the combination element is provided.
[0219]
When the target value of the acceleration of the vehicle set in advance is set as the upper and lower limit values of the current stage and the destination stage, the predetermined value selected between the upper and lower limit values and the calculated input torque Calculate the target torque in the inertia phase of the clutch (friction engagement element) that realizes the destination stage, calculate the clutch hydraulic pressure to be supplied to the clutch based on the calculated target torque, and based on the calculated hydraulic pressure Since the hydraulic pressure control circuit for supplying hydraulic pressure to the clutch is configured, the above-mentioned predetermined value can be set appropriately to effectively reduce the shift shock and adapt well to the passenger's sensitivity. Thus, the shift can be surely completed within the scheduled time.
[0220]
Further, the target torque calculation means sets a target torque (TQON) of the friction engagement element (clutch Cn) that realizes the destination stage smaller than that of the current stage (ECU 80, S20, S132, S1300 to S1314). It was configured as follows.
[0221]
Thereby, not only the front-rear direction but also the gravitational acceleration in the gravitational direction can be effectively suppressed, and the shift shock can be further effectively reduced to better match the sensibility of the occupant.
[0222]
In addition, the target torque calculation means sets the target torque (TQON) of the friction engagement element (clutch Cn) that realizes the current stage to zero in the inertia phase (ECU 80, S20, S134), and performs the above-mentioned in an upshift. The target torque of the friction engagement element (clutch Cn) for realizing the destination stage is set to be smaller than that of the current stage.
[0223]
As a result, in the inertia phase of the upshift, not only the front-rear direction but also the gravitational acceleration in the gravitational direction can be effectively suppressed, and the shift shock can be further effectively reduced to better match the passenger's sensitivity. .
[0224]
Further, the target torque calculating means calculates the predetermined value according to a reduction ratio (#RATIOn, m) of the current stage and the target stage, more specifically (ECU80, S20, S132, S1300). To S1314, S800 to S812).
[0225]
As a result, the predetermined value can be set more appropriately, and the shift shock can be effectively reduced to better match the sensibility of the occupant.
[0226]
The target torque calculating means is configured to change the predetermined value in accordance with the vehicle speed of the vehicle and the throttle opening of the internal combustion engine (ECU 80, S20, S132, S1300 to S1314, S808, S810).
[0227]
As a result, the predetermined value described above can be set more appropriately according to the running state, and the shift shock can be reduced more effectively to better match the passenger's sensibility.
[0228]
Further, the predetermined value selected between the upper and lower limit values is configured such that the change in acceleration from the start of the shift to the end of the shift is linear.
[0229]
As a result, the shift shock can be more effectively reduced to better match the passenger's sensitivity.
[0230]
Further, the predetermined value selected between the upper and lower limit values is configured to decrease from the start of the inertia phase to the end of the inertia phase.
[0231]
As a result, the shift shock can be more effectively reduced to better match the passenger's sensitivity.
[0232]
In the above description, the engine torque (input torque) is obtained by estimation (calculation), but may be detected using a torque sensor or the like.
[0233]
【The invention's effect】
According to claim 1, a predetermined value selected between the upper and lower limit values when the target value of acceleration of the vehicle set in advance as the upper and lower limit values is set as the upper and lower limit values. The target torque in the inertia phase of the friction engagement element that realizes the destination stage is calculated from the calculated input torque, and the amount of hydraulic pressure to be supplied to the friction engagement element is calculated based on the calculated target torque. Since the hydraulic control circuit is configured to supply the hydraulic pressure to the friction engagement element based on the calculated hydraulic pressure amount, the shift shock can be effectively reduced by appropriately setting the predetermined value. The shift can be finished within a scheduled time while being able to be well adapted to the passenger's sensitivity.
[0234]
According to the second aspect, not only the front-rear direction but also the gravitational acceleration in the gravitational direction can be effectively suppressed, and the shift shock can be further effectively reduced to better match the passenger's sensitivity. .
[0235]
According to claim 3, in the inertia phase of the upshift, not only the front-rear direction but also the gravitational acceleration in the gravitational direction can be effectively suppressed, and the shift shock is further effectively reduced to increase the passenger's sensitivity. Can be well adapted.
[0236]
According to the fourth aspect of the present invention, the predetermined value can be set more appropriately, and the shift shock can be effectively reduced to better match the passenger's sensitivity.
[0237]
According to the fifth aspect, the predetermined value can be set more appropriately according to the traveling state, and the shift shock can be reduced more effectively to better match the passenger's sensitivity.
[0238]
According to the sixth aspect of the present invention, the predetermined value selected between the upper and lower limit values is configured so that the change in acceleration from the start of the shift to the end of the shift becomes linear, so that the shift shock is more effective. Can be adapted to the passenger's sensitivity well.
[0239]
According to the seventh aspect of the present invention, the predetermined value selected between the upper and lower limit values is decreased from the start of the inertia phase to the end of the inertia phase, thereby further reducing the shift shock. It can be well adapted to the passenger's sensitivity.
[Brief description of the drawings]
FIG. 1 is an explanatory diagram generally showing a control device for an automatic transmission according to an embodiment of the present invention.
2 is a main flow chart showing the operation of the apparatus of FIG.
FIG. 3 is a subroutine flowchart showing a shift control process in the flowchart of FIG. 2;
4 is a time chart showing a control time point in the flow chart of FIG. 3. FIG.
FIG. 5 is a subroutine flow chart showing an OFF shelf torque calculation process in the flow chart of FIG. 3;
6 is a subroutine flow chart showing an ON preparation pressure calculation process in the flow chart of FIG. 3;
FIG. 7 is an explanatory graph showing the relationship between the operation amount and the variation width in the ON preparation pressure calculation of the flow chart of FIG. 6;
FIG. 8 is also an explanatory graph showing the relationship between the operation amount and the variation width in the ON preparation pressure calculation of FIG. 6 flow chart.
FIG. 9 is an explanatory graph showing measurement of preparation completion time used in the flowchart 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.
FIG. 11 is an explanatory diagram showing the relationship between the preparation end time and the shift interval shown in FIG. 10 in a graph.
FIG. 12 is an explanatory graph showing the characteristics shown in FIG. 11 normalized with the preparation end time with respect to the shift interval.
FIG. 13 is an explanatory graph showing the characteristics shown in FIG. 12 converted into an oil reduction amount with respect to a shift interval.
14 is an explanatory graph showing the characteristic shown in FIG. 13 converted into an oil decrease amount with respect to the oil amount.
FIG. 15 is an explanatory graph showing the oil reduction amount shown in FIG. 14 as a map with respect to the oil amount, the input shaft rotational speed, and the ATF oil temperature.
FIG. 16 is also an explanatory graph showing the oil reduction amount shown in FIG. 14 with respect to the oil amount, the input shaft rotational speed, and the shift direction.
FIG. 17 is an explanatory graph showing the same characteristics as in FIG. 16 in the prior art.
FIG. 18 is a subroutine flow chart showing a search process for the ON side clutch preparation pressure QDB1A and preparation end time T1 in the flowchart of FIG. 6;
FIG. 19 is a subroutine flow chart showing a remaining oil amount estimation process in the flowchart of FIG. 18;
20 is a subroutine flow chart showing an OFF shelf pressure calculation process in the flow chart of FIG. 3. FIG.
FIG. 21 is a subroutine flow chart showing a torque phase ON / OFF torque calculation process in the flow chart of FIG. 3;
FIG. 22 is an explanatory graph for explaining the process of FIG. 21 and showing the reference target operation amount and target time of the inertia phase in the upshift.
FIG. 23 is an explanatory graph showing the relationship of the follow-up time (arrival time) when a constant operation amount is output in the processing of FIG.
24 is an explanatory graph showing response characteristics of an operation amount in the relationship shown in FIG.
25 is an explanatory graph showing a comparison result of response characteristics of the manipulated variables shown in FIG. 24. FIG.
FIG. 26 is an explanatory graph showing characteristics of transient operation amounts calculated by searching the operation amounts shown in FIG. 24 using response characteristics.
FIG. 27 is a subroutine flowchart showing a G1 torque calculation process in the flowchart of FIG. 21.
FIG. 28 is a subroutine flow chart showing a Gt torque calculation process in the flowchart of FIG. 21.
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 calculation processing such as torque phase time in the flowchart of FIG. 21. FIG.
FIG. 31 is a time chart showing calculation processing of torque phase time and the like in the flow chart in the same manner.
FIG. 32 is a time chart showing a calculation process of torque phase time and the like in the flow chart.
33 is a block diagram showing a calculation process of engine torque (estimated input torque) in the flowchart of FIG. 21 and the like.
34 is a time chart showing processing for calculating engine torque (estimated input torque) in the flowchart of FIG. 21 and the like.
FIG. 35 is a subroutine flow chart showing calculation processing of engine torque (estimated input torque) in FIG. 21 flow chart and the like.
36 is a subroutine flow chart showing a DTEI calculation process in the flowchart of FIG. 35 and the like.
FIG. 37 is a subroutine flow chart showing a calculation process such as G1 torque on the ON side of the inertia phase in the flow chart of FIG. 3;
FIG. 38 is an explanatory graph showing the setting of the destination stage relative to that of the preceding stage for the longitudinal gravitational acceleration G on the premise of the processing of FIG. 37;
FIG. 39 is an explanatory graph showing the setting of the destination stage relative to that of the previous stage for the longitudinal gravitational acceleration G on the assumption of the processing of FIG. 37;
FIG. 40 is a time chart showing the processing of the flowchart of FIG. 37.
41 is a time chart partially showing the processing of the flowchart of FIG. 37 in the same manner.
42 is a subroutine flow chart showing G2 torque calculation processing in the flowchart of FIG. 37. FIG.
43 is a subroutine flow chart showing G3 torque calculation processing in the flowchart of FIG. 37. FIG.
44 is a subroutine flow chart showing ON-side engagement pressure calculation based on the target clutch torque in FIG. 3, that is, torque-hydraulic conversion processing.
FIG. 45 is an explanatory graph for explaining torque / hydraulic conversion processing in the flowchart of FIG. 44;
FIG. 46 is a block diagram illustrating torque oil pressure conversion processing in the flowchart of FIG. 44.
47 is a subroutine flow chart showing an OFF side engagement pressure calculation based on the target clutch torque in FIG. 3, ie, a torque oil pressure conversion process.
[Explanation of symbols]
T automatic transmission (transmission)
O Hydraulic control circuit
E Internal combustion engine
Cn clutch (friction engagement element)
12 Torque converter
56 Throttle opening sensor
64 1st rotation speed sensor
66 Second rotational speed sensor
70 Temperature sensor
80 ECU (Electronic Control Unit)

Claims (7)

In a control device for an automatic transmission that shifts the output of an internal combustion engine mounted on a vehicle via a friction engagement element in accordance with a shift characteristic set in advance according to a driving state and transmits it to a drive wheel.
a. An input torque calculating means for calculating an input torque input to the automatic transmission;
b. At least a predetermined value selected between the upper and lower limit values and the calculated input torque when the target value of the acceleration of the vehicle set in advance is set to the upper and lower limit values of the current stage and the destination stage. Target torque calculating means for calculating a target torque in the inertia phase of the friction engagement element that realizes the destination stage from
c. A hydraulic pressure amount calculating means for calculating a hydraulic pressure amount to be supplied to the friction engagement element based on the calculated target torque;
And d. A hydraulic control circuit for supplying hydraulic pressure to the friction engagement element based on the calculated hydraulic pressure amount;
A control device for an automatic transmission, comprising: 2. The control apparatus for an automatic transmission according to claim 1, wherein the target torque calculation means sets a target torque of a friction engagement element that realizes the destination stage to be smaller than that of the current stage. The target torque calculation means sets the target torque of the friction engagement element that realizes the current stage in the inertia phase to zero and sets the target torque of the friction engagement element that realizes the destination stage in the upshift to the current stage. 3. The control device for an automatic transmission according to claim 2, wherein the control device is set to be smaller than that of the automatic transmission. 4. The control apparatus for an automatic transmission according to claim 1, wherein the target torque calculation means changes the predetermined value according to a reduction ratio of the current stage and the target stage. . The automatic transmission according to any one of claims 1 to 4, wherein the target torque calculating means changes the predetermined value in accordance with a vehicle speed of the vehicle and a throttle opening of the internal combustion engine. Control device. 6. The predetermined value selected between the upper and lower limit values is set so that a change in acceleration from the start of the shift to the end of the shift becomes linear. The automatic transmission control device described. The automatic value according to any one of claims 1 to 6, wherein the predetermined value selected between the upper and lower limit values is set so as to decrease from the start of the inertia phase to the end of the inertia phase. Transmission control device.

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