JP3666374B2 - Automatic transmission control device for vehicle - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a vehicular automatic transmission control device that controls a shift of an automatic transmission mounted on a vehicle, and more particularly to a vehicular automatic transmission control device for reducing a shift shock at the initial stage of a shift. .
[0002]
[Prior art]
Conventionally, as a prior art document related to a vehicle automatic transmission control device, one disclosed in Japanese Patent Laid-Open No. 9-222164 is known. In this case, in the initial stage of the shift before the start of the inertia phase in the shift stage switching operation, the hydraulic pressure applied to the friction engagement element of the transmission gear mechanism increases and decreases with time, and the increase / decrease rate of the hydraulic pressure changes with time. . As a result, it is possible to reduce a shift shock at the beginning of the shift before the start of the inertia phase, which changes due to individual differences in friction engagement elements, changes with time, and the like.
[0003]
Here, the inertia phase refers to a period in which the gear ratio between the input shaft (turbine) rotation speed and the output shaft rotation speed of the automatic transmission is in a changing state. The initial gear shift before the start of the inertia phase means that the gear ratio between the input shaft rotation speed and the output shaft rotation speed changes during a shift in which the automatic transmission is performing a hydraulic control of a shift transition based on a control command. Say the period before you start. In hydraulic control associated with actual shift control, ATF (Automatic Transmission Fluid) is used as a friction engagement element in accordance with a control command so that the engagement of the friction engagement element can be started at a desired timing. After the quick filling, the ATF is transferred to the pressure increasing control after the filling to the friction engagement element side is completed with a constant standby pressure, and the engagement of the friction engagement element is started. .
[0004]
[Problems to be solved by the invention]
By the way, the friction engagement element provided in the transmission gear mechanism of the automatic transmission includes individual differences based on manufacturing tolerances and the like, dimensional changes due to aging, and further changes in friction coefficient and spring constant. For example, when the gap size of the clutch as the friction engagement element varies depending on individual differences or changes with time, a clutch stroke difference occurs, and the ATF filling state in the hydraulic control at the time of shifting of the automatic transmission changes.
[0005]
However, in the above, the hydraulic pressure for the friction engagement element continues to increase or decrease at the initial stage of shifting until the inertia phase start condition is satisfied, and the behavior of the input shaft rotation speed until the inertia phase start condition is satisfied is a control command. Since this is not reflected in the value, there is a problem that the effect of reducing the shift shock in the initial stage of the shift before the start of the inertia phase hardly appears.
[0006]
Therefore, the present invention has been made to solve such a problem, and by increasing / decreasing the hydraulic pressure with respect to the friction engagement element according to the behavior of the input shaft rotation speed at the initial stage of the shift before the start of the inertia phase, An object of the present invention is to provide an automatic transmission control device for a vehicle that can cope with a change with time and can accurately reduce a shift shock.
[0007]
[Means for Solving the Problems]
According to the automatic transmission control apparatus for a vehicle of claim 1, the friction of the transmission gear mechanism provided between the input shaft for inputting the rotational force from the internal combustion engine and the output shaft for outputting the rotational force to the drive wheel side. The engagement element is selected so that the engagement state is switched by the engagement state switching means in response to the shift of the gear position, and the hydraulic pressure applied to the selected friction engagement element is controlled by a control command from the control command output means. It is controlled by the hydraulic control means based on the value. In the initial stage of the shift before the start of the inertia phase in the shift stage switching operation, after the control command output means determines a predetermined setting condition in the operating state of the internal combustion engine, the target input shaft speed is changed to the target input shaft speed at the end of the shift. It changes to get closer. Then, a control command value is output to the hydraulic control means so that the actual input shaft rotational speed follows the target input shaft rotational speed, and the hydraulic pressure applied to the friction engagement element is F / B (feedback). Be controlled. After this, when the actual input shaft speed starts to change, the control command output means sets the target input shaft speed to the current input shaft speed, assuming that the hydraulic pressure applied to the frictional engagement element is appropriate for the shift. After returning to the numerical value, the target input shaft rotational speed is brought close to the target input shaft rotational speed at the end of the shift. As a result, even if the friction engagement element of the transmission gear mechanism has individual differences or changes over time, the hydraulic pressure applied to the friction engagement element is adapted based on the control command value according to the actual behavior of the input shaft rotation speed. And The target input shaft rotational speed is suitably changed, and the actual input shaft rotational speed is followed. In particular, the shift shock at the beginning of shifting at the start of the inertia phase is accurately reduced.
[0009]
Claim 2 According to the vehicle automatic transmission control apparatus, the control command value is further learned and corrected toward the high pressure side in order to accelerate the change in the actual input shaft speed after the setting condition is determined by the learning correction means. The As a result, the hydraulic pressure applied to the frictional engagement element at the beginning of the shift before the start of the inertia phase is suitably increased so as to match the shift, and the shift shock is accurately reduced and the responsiveness is stabilized.
[0010]
Claim 3 According to the vehicle automatic transmission control apparatus, the control command value is further corrected for learning toward the low pressure side in order to delay the change in the actual input shaft speed after the setting condition is determined by the learning correction means. Is done. As a result, the hydraulic pressure applied to the frictional engagement element at the beginning of the shift before the start of the inertia phase is suitably lowered so as to match the shift, and the shift shock is accurately reduced and the responsiveness is stabilized.
[0011]
Claim 4 In the vehicular automatic transmission control apparatus, the transition state when the target input shaft rotational speed is brought close to the target input shaft rotational speed at the end of shifting is appropriately changed according to various parameters that determine the operating state of the internal combustion engine. It is done. As a result, when the target input shaft rotation speed is brought close to the target input shaft rotation speed at the end of the shift, the operating state of the internal combustion engine is reflected, and the shift shock is accurately reduced.
[0012]
DETAILED DESCRIPTION OF THE INVENTION
Hereinafter, embodiments of the present invention will be described based on examples.
[0013]
FIG. 1 is a schematic diagram showing the overall configuration of a vehicle automatic transmission control apparatus according to an embodiment of the present invention.
[0014]
In FIG. 1, an internal combustion engine 1 mounted on a vehicle and electronically controlled is connected to drive wheels 4 via an automatic transmission 2 and a differential gear 3. Reference numeral 5 denotes an internal combustion engine control ECU (Electronic Control Unit). The internal combustion engine control ECU 5 has an engine speed sensor 6 for detecting the engine speed Ne of the output shaft (crankshaft) 1a of the internal combustion engine 1. A vehicle speed sensor 7 for detecting the vehicle speed V based on an output shaft rotational speed No of an output shaft 13 of the transmission gear mechanism 11 described later, a throttle opening sensor 8 for detecting a throttle opening TVO of a throttle valve (not shown) of the internal combustion engine 1, and Each sensor signal from an intake air amount sensor 9 for detecting an intake air amount QA introduced into the internal combustion engine 1 is input.
[0015]
The internal combustion engine control ECU 5 outputs a command based on the fuel injection amount and ignition timing determined based on the input information to the internal combustion engine 1. Then, a fuel supply device and a spark ignition device (not shown) are operated, fuel is supplied and combusted according to the rotation of the internal combustion engine 1, and drive control of the internal combustion engine 1 is executed.
[0016]
The automatic transmission 2 includes a torque converter 10 and a transmission gear mechanism 11, and torque generated in the internal combustion engine 1 passes through the output shaft 1 a of the internal combustion engine 1 and the torque converter 10 and the input shaft 12 of the transmission gear mechanism 11. Is transmitted to. The torque transmitted to the input shaft 12 is increased / decreased according to the selected gear position of the transmission gear mechanism 11 and is transmitted to the drive wheels 4 through the output shaft 13 and the differential gear 3 to drive the vehicle. In addition, the restraint state of the rotating element is determined by a plurality of friction engagement elements (not shown) incorporated in the transmission gear mechanism 11 of the automatic transmission 2 in this embodiment and the engagement state or release state of the plurality of friction engagement elements. Since the planetary gear mechanism has a well-known configuration, a detailed description thereof will be omitted.
[0017]
Reference numeral 14 denotes an automatic transmission control ECU (Electronic Control Unit). The automatic transmission control ECU 14 includes an engine speed sensor 6 for detecting the engine speed Ne of the output shaft 1a of the internal combustion engine 1 and a vehicle speed V. A vehicle speed sensor 7 for detecting, a throttle opening sensor 8 for detecting the throttle opening TVO, and an input shaft rotational speed sensor for detecting the input shaft rotational speed (turbine rotational speed of the torque converter 10) Nt of the input shaft 12 of the transmission gear mechanism 11. Each sensor signal from 18 is input. Further, the control valve 15 is provided with an ATF oil temperature sensor 17 for detecting an ATF oil temperature value THATF which is a temperature of ATF (automatic transmission hydraulic fluid) of the automatic transmission 2, and this ATF oil temperature sensor 17. ATF oil temperature value THATF signal is input to the automatic transmission control ECU 14. A command determined by the automatic transmission control ECU 14 based on the input information is output to the control valve 15. The respective friction engagement elements in the transmission gear mechanism 11 are actuated by hydraulic control of the ATF supplied from the control valve 15 as appropriate, thereby realizing a desired shift.
[0018]
The control valve 15 includes two shift control solenoids 15a and 15b for switching the path for supplying the control hydraulic pressure for each shift speed according to a command from the automatic transmission control ECU 14, and a line pressure control solenoid for controlling the magnitude of the control hydraulic pressure. 16 is disposed. In this embodiment, the two shift control solenoids 15a and 15b are used. However, the number of shift control solenoids may be increased according to the number of shift stages and the internal configuration of the control valve 15. In addition, a solenoid for adjusting the timing for rapid filling and discharging of ATF during shifting may be added. Further, the line pressure control solenoid 16 may be any mechanism that can change the control oil pressure, and a duty solenoid, a linear solenoid, or the like can be used.
[0019]
The internal combustion engine control ECU 5 and the automatic transmission control ECU 14 include a CPU as a central processing unit that executes various known arithmetic processes, a ROM that stores control programs, a RAM that stores various data, and a B / U (backup). The logic operation circuit includes a RAM, an input / output circuit, a bus line connecting them, and the like. The internal combustion engine control ECU 5 and the automatic transmission control ECU 14 are connected by a communication line 19 so that control information and commands can be communicated bidirectionally. The communication line 19 may use a multiple communication mechanism such as a LAN (Local Area Network), or may be a wiring for connecting a port necessary for each communication.
[0020]
Next, based on the flowchart of FIG. 2 showing the procedure of the shift control in the automatic transmission control ECU 14 used in the vehicle automatic transmission control apparatus according to an example of the embodiment of the present invention, FIG. This will be described with reference to FIG. Here, FIG. 3 is a shift diagram showing the shift stages of the automatic transmission 2 using the vehicle speed V and the throttle opening TVO as parameters. 4 is a time chart showing transition states of various control amounts corresponding to the processing of FIG. 2, FIG. 4 (a) shows an upshift, and FIG. 4 (b) shows a downshift.
[0021]
This shift control routine is based on another routine of known shift control processing for determining the shift stage of the automatic transmission 2 by the automatic transmission control ECU 14, and the upshift shift line indicated by a solid line in the shift diagram of FIG. Alternatively, the ECU 14 for automatic transmission control determines that there is a shift when a coordinate point based on the vehicle speed-throttle opening crosses any one of the downshift shift lines indicated by a broken line, and outputs a shift command. Execution is started (time t0 in FIG. 4A, time t00 in FIG. 4B).
[0022]
In FIG. 2, first, in step S101, a quick filling control process for a predetermined friction engagement element related to the shift control corresponding to the determined shift speed of the automatic transmission 2 is executed. Next, the process proceeds to step S102, and whether the set time Ctrl-Time by the quick filling control process in step S101 has passed a predetermined time T1 or whether the slip amount Slp exceeds a predetermined amount α. Determined. The rapid filling control process is a process of rapidly filling ATF into a hydraulic cylinder until a piston is movable by setting a solenoid valve (not shown) of a predetermined friction engagement element related to shift control to a high pressure side. . The slip amount Slp is defined by the absolute value of the deviation between the engine speed Ne and the input shaft speed Nt, that is, | Ne−Nt |. The slip amount Slp may be defined by the absolute value of the deviation between the value obtained by multiplying the output shaft rotational speed No by the gear ratio gr1 before shifting and the input shaft rotational speed Nt, that is, | No · gr1−Nt |. Good. When the set time elapses considering fail safe for all process switching judgments, the process proceeds to the next process.
[0023]
If the determination condition of step S102 is not satisfied, the set time Ctrl-Time does not elapse the predetermined time T1, or if the inequality | Ne−Nt | ≦ α is satisfied and the rapid filling control process is still necessary, the process proceeds to step S101. Returning, the same processing is repeatedly executed. On the other hand, when the determination condition in step S102 is satisfied, that is, when the predetermined time T1 has elapsed since the set time Ctrl-Time or when the inequality | Ne−Nt |> α is satisfied, the rapid filling control process is terminated. Subsequently, it is determined that the filling control process starts (time t1 in FIG. 4A, time t01 in FIG. 4B).
[0024]
Then, the process proceeds to step S103, and following the quick filling control process of step S101, a filling control for gradually filling ATF into a hydraulic cylinder with a predetermined duty ratio by a solenoid valve (not shown) of a predetermined friction engagement element related to the shift control. Processing is executed. Next, the process proceeds to step S104, and it is determined whether the set time Ctrl-Time by the filling control process in step S103 has elapsed a predetermined time T2 or whether the slip amount Slp exceeds the predetermined amount β. Is done. When the determination condition of step S104 is not satisfied, the set time Ctrl-Time has not passed the predetermined time T2, or the inequality | Ne−Nt | ≦ β is satisfied and the filling control process is still necessary. Returning to step S103, the same processing is repeatedly executed.
[0025]
On the other hand, when the determination condition in step S104 is satisfied, that is, after the preset time Ttrl-Time has passed a predetermined time T2 or when the inequality | Ne−Nt |> β is satisfied, the F / B before the start of the inertia phase. Control (1) It is determined that the process is started (time t2 in FIG. 4 (a), time t02 in FIG. 4 (b)). And it transfers to step S105 and F / B (feedback) control (1) process before an inertia phase start is performed. In the F / B control (1) process before the start of the inertia phase, the target input shaft speed Ntr is set so that the input shaft speed Nt at the start of the F / B control approaches the target input shaft speed at the start of the inertia phase. This is a process for performing F / B control on the actual input shaft rotational speed Nt so as to follow the target input shaft rotational speed Ntr. For example, PID (Proportional Integral Differential Control) control is used. It is done. Note that the F / B control (1) process before the start of the inertia phase is not limited to PID control, and may be PI control, PD control, or P control. Various methods based on other control theories may be used. It can be used as appropriate.
[0026]
Next, the routine proceeds to step S106, where it is determined whether the slip amount Slp by the F / B control (1) processing before the start of the inertia phase in step S105 exceeds a predetermined amount γ. If the determination condition of step S106 is not satisfied, that is, if the inequality | Ne−Nt | ≦ γ is satisfied and the F / B control (1) process before the start of the inertia phase is still necessary, the process returns to step S105 and the same. The process is executed repeatedly.
[0027]
On the other hand, when the determination condition in step S106 is satisfied, that is, when the inequality | Ne−Nt |> γ is satisfied, it is determined that the inertia phase starts (time t3 in FIG. 4A and time t03 in FIG. 4B). ). Then, the process proceeds to step S107, and inertia phase F / B control (2) processing is executed. In the inertia phase F / B control (2) process, the target input shaft rotational speed Ntr is calculated so that the input shaft rotational speed Nt at the start of the F / B control gradually approaches the target input shaft rotational speed at the end of the shift. In this process, the actual input shaft rotational speed Nt is F / B controlled to follow the target input shaft rotational speed Ntr. For example, PID control is used. Note that the inertia phase F / B control (2) process is not limited to PID control, and may be PI control, PD control, or P control. Various methods based on other control theories may be appropriately selected. Can be used.
[0028]
Next, the process proceeds to step S108, where it is determined whether the inertia phase has ended. This inertia phase end determination is determined by the following inequality (1). Here, gr2 is a gear ratio after shifting, and δ is a determination threshold value.
[0029]
[Expression 1]
Nt-gr2 · No <δ (1)
[0030]
If the determination condition of step S108 is not satisfied, that is, the inequality of Nt−gr2 · No ≧ δ is satisfied and the inertia phase is still in effect, the process returns to step S107, and the same processing is repeatedly executed. Then, when the determination condition of step S108 is satisfied, that is, the inequality of Nt−gr2 · No <δ is satisfied and the inertia phase is ended, this routine is ended.
[0031]
Next, a first modified example of FIG. 4 showing transition states of various control amounts corresponding to the processing of FIG. 2 will be described with reference to FIG. Here, FIG. 5A shows an upshift, and FIG. 5B shows a downshift. In the present modification, the description of the portion in the transition state similar to that in FIG.
[0032]
The filling control process of step S103 of FIG. 2 is executed, and after the preset time Ctrl-Time has elapsed in step S104, or when the slip amount Slp exceeds the preset predetermined amount β, that is, , | Ne−Nt |> β inequality is established, the F / B control before the start of the inertia phase (1) is determined as the processing start time (time t2 in FIG. 5A, time in FIG. 5B). t02). In the F / B control (1) process of step S105 in this modification, a measure is taken when the gain in the PID control cannot be increased due to a mechanical factor or when the PID control has a large gain due to a physical factor and does not respond. It is.
[0033]
That is, the mechanical factor includes, for example, the friction characteristic of a piston operated in the hydraulic cylinder in the friction engagement element of the transmission gear mechanism 11, and the physical factor includes, for example, the temperature characteristic of ATF. Is mentioned. In order to cope with these factors, in the present modification, the target input shaft rotational speed Ntr is greatly varied stepwise immediately after the start of the F / B control (1) process. Thereby, the F / B control (1) process before the start of the inertia phase is suitably executed, and the actual input shaft rotational speed Nt is more appropriately transitioned, so that the shift shock can be accurately reduced.
[0034]
Next, a second modification of the transition state of various control amounts corresponding to the processing of FIG. 2 will be described with reference to FIG. Here, FIG. 6A shows an upshift, and FIG. 6B shows a downshift. In the present modification, the description of the portion in the transition state similar to that in FIG.
[0035]
The filling control process of step S103 of FIG. 2 is executed, and after the preset time Ctrl-Time has elapsed in step S104, or when the slip amount Slp exceeds the preset predetermined amount β, that is, , | Ne−Nt |> β is determined to be the F / B control (1) processing start time before the start of the inertia phase (time t2 in FIG. 6 (a), time in FIG. 6 (b)). t02). In this modification, the target input shaft rotational speed Ntr varies greatly immediately after the start of the F / B control (1) process, and the target input shaft rotational speed Ntr at that time is maintained even when the inertia phase start determination is made. .
[0036]
That is, the target input shaft rotational speed Ntr in this modification greatly varies stepwise immediately after the start of the F / B control (1) process, and does not coincide with the actual input shaft rotational speed Nt at the start of the inertia phase. The F / B control (2) process is started. Then, the target input shaft speed Ntr is calculated so that the input shaft speed Nt gradually approaches the target input shaft speed at the end of the shift, and the actual input shaft speed Nt is made to follow the target input shaft speed Ntr. Is F / B controlled. Thereby, the F / B control (1) process before the start of the inertia phase and the F / B control (2) process in the inertia phase are more preferably executed, and the actual input shaft rotational speed Nt is more appropriately transitioned. Thus, the shift shock can be accurately reduced.
[0037]
Next, a third modification of the transition state of various control amounts corresponding to the processing of FIG. 2 will be described with reference to FIG. Here, FIG. 7A shows an upshift, and FIG. 7B shows a downshift. In the present modification, the description of the portion in the transition state similar to that in FIG.
[0038]
The filling control process of step S103 in FIG. 2 is executed, and after the preset time Ctrl-Time has elapsed in step S104, or when the slip amount Slp exceeds the preset predetermined amount β, that is, , | Ne−Nt |> β is satisfied, the F / B control before the start of the inertia phase (1) is determined as the processing start time (time t2 in FIG. 7 (a), time in FIG. 7 (b)). t02). In this modification, the target input shaft rotational speed Ntr is gradually changed from immediately after the start of the F / B control (1) process, and the target input shaft rotational speed Ntr at that time is maintained even when the inertia phase start determination is made. Yes.
[0039]
That is, the target input shaft rotational speed Ntr in this modification is gradually changed immediately after the start of the F / B control (1) process, and does not coincide with the actual input shaft rotational speed Nt at the start of the inertia phase. The execution of the B control (2) process is started. Then, the target input shaft rotational speed Ntr is calculated so that the input shaft rotational speed Nt gradually approaches the target input shaft rotational speed at the end of the shift, and the actual input shaft rotational speed Nt is made to follow the target input shaft rotational speed Ntr. Is F / B controlled. Thereby, the F / B control (1) process before the start of the inertia phase and the F / B control (2) process in the inertia phase are more preferably executed, and the actual input shaft rotational speed Nt is more appropriately transitioned. Thus, the shift shock can be accurately reduced.
[0040]
As described above, the automatic transmission control device for a vehicle according to the present embodiment includes the input shaft 12 that inputs the rotational force from the internal combustion engine 1, the output shaft 13 that outputs the rotational force to the drive wheels 4, and the input shaft 12. And the output shaft 13, and a plurality of friction engagement elements engaged by hydraulic pressure, and a planetary gear mechanism in which the constraint state of the rotation element is determined by the engagement state or the release state of the plurality of friction engagement elements And a shift gear mechanism 11 having an automatic shift mechanism that selects a friction engagement element that switches from a disengaged state to an engaged state or from an engaged state to a disengaged state in response to switching of a gear position among a plurality of friction engagement elements. The engagement state switching means achieved by the machine control ECU 14, the control valve 15 for controlling the hydraulic pressure applied to the friction engagement element selected by the engagement state switching means, and the automatic transmission control ECU 14 are achieved. Pressure control means, and control command output means achieved by the automatic transmission control ECU 14 that outputs a control command value for hydraulic control to the hydraulic control means, wherein the control command output means After determining the predetermined setting condition in the operating state of the internal combustion engine 1 at the initial stage of the shift before the start of the inertia phase in the step switching operation, the target input shaft speed Ntr is brought close to the target input shaft speed at the end of the shift, and this target input shaft A control command value is output to the hydraulic control means so that the actual input shaft rotational speed Nt follows the rotational speed Ntr, and the hydraulic pressure applied to the friction engagement element is F / B (feedback) controlled. After that, when the actual input shaft rotational speed Nt starts to change, the target input shaft rotational speed Ntr is once made equal to the current input shaft rotational speed, and then the target input shaft rotational speed Ntr is again set to the target at the end of shifting. The control command value is approximated to the target input shaft rotational speed Ntr so that the actual input shaft rotational speed Nt follows the target input shaft rotational speed Ntr with respect to the hydraulic control means achieved by the control valve 15 and the automatic transmission control ECU 14. F / B control of the hydraulic pressure that is output and applied to the friction engagement element To do.
[0041]
That is, the automatic transmission control ECU 14 selects a friction engagement element whose engagement state or disengagement state is switched in response to the shift of the gear position, and the hydraulic pressure applied to the selected friction engagement element is a control command value. It is controlled based on. In the initial stage of the shift before the start of the inertia phase in the shift stage switching operation, the charging control process is executed as a predetermined set condition in the operating state of the internal combustion engine 1, and after the set time Ctrl-Time has passed the predetermined time T2, or the slip amount Slp When the value exceeds the predetermined amount β, the target input shaft speed Ntr is changed so as to approach the target input shaft speed at the end of the shift. A control command value is output so that the actual input shaft rotational speed Nt follows the target input shaft rotational speed Ntr, and the hydraulic pressure applied to the friction engagement element is F / B controlled. Thereafter, when the actual input shaft speed Nt starts to change, the target input shaft speed Ntr is temporarily set to the current input shaft speed, assuming that the hydraulic pressure applied to the friction engagement element is commensurate with the speed change. After the return, the target input shaft speed Ntr is brought close to the target input shaft speed at the end of the shift. As a result, even if the friction engagement element of the transmission gear mechanism 11 has individual differences or changes with time, the hydraulic pressure applied to the friction engagement element based on the control command value according to the actual behavior of the input shaft rotation speed Nt. Will be adapted, The target input shaft rotational speed Ntr is suitably transitioned, and the actual input shaft rotational speed follows this, In particular, it is possible to accurately reduce the shift shock at the beginning of the shift at the start of the inertia phase.
[0043]
The automatic transmission control device for a vehicle according to the present embodiment further performs learning correction so that the control command value is on the high pressure side during the time from when the set condition is determined until the actual input shaft speed Nt changes. Learning correction means is provided. That is, the control command value is learned and corrected toward the high pressure side in order to accelerate the change in the actual input shaft speed Nt after the setting condition is determined. As a result, the hydraulic pressure applied to the frictional engagement element in the initial stage of the shift before the start of the inertia phase is suitably increased so as to match the shift, and the shift shock can be accurately reduced and the response can be stabilized.
[0044]
In addition, the vehicle automatic transmission control device according to the present embodiment further performs learning correction for learning correction so that the control command value becomes the low pressure side when the actual input shaft rotational speed Nt changes until the determination time of the setting condition. Means. That is, the control command value is learned and corrected toward the low pressure side in order to delay the change in the actual input shaft speed Nt after the setting condition is determined. As a result, the hydraulic pressure applied to the frictional engagement element in the initial stage of the shift before the start of the inertia phase is suitably lowered so as to match the shift, and the shift shock can be accurately reduced and the responsiveness can be stabilized.
[0045]
In addition, in the vehicle automatic transmission control device of the present embodiment, the target input shaft rotational speed Ntr is changed according to various parameters that determine the operating state of the internal combustion engine 1. That is, the transition state when the target input shaft rotational speed Ntr is brought close to the target input shaft rotational speed at the end of the shift is various parameters that determine the operating state of the internal combustion engine 1, such as the vehicle speed V, the throttle opening TVO, the engine It can be appropriately changed according to the generated torque or the like. As a result, when the target input shaft speed Ntr is brought close to the target input shaft speed at the end of the shift, the operating state of the internal combustion engine 1 at this time is reflected, and the shift shock can be reduced appropriately. .
[Brief description of the drawings]
FIG. 1 is a schematic diagram showing an overall configuration of a vehicle automatic transmission control device according to an embodiment of the present invention.
FIG. 2 is a flowchart showing a shift control processing procedure in an automatic transmission control ECU used in a vehicle automatic transmission control apparatus according to an embodiment of the present invention;
FIG. 3 is a shift diagram showing a shift stage of the automatic transmission using the vehicle speed and the throttle opening as parameters used in the automatic transmission control device for a vehicle according to an embodiment of the present invention. FIG.
FIG. 4 is a time chart showing transition states of various control amounts corresponding to the processing of FIG.
FIG. 5 is a time chart showing a first modified example of transition states of various control amounts corresponding to the processing of FIG.
6 is a time chart showing a second modified example of transition states of various control amounts corresponding to the processing of FIG.
FIG. 7 is a time chart showing a third modified example of transition states of various control amounts corresponding to the processing of FIG.
[Explanation of symbols]
1 Internal combustion engine
2 Automatic transmission
4 Drive wheels
7 Vehicle speed sensor
11 Transmission gear mechanism
12 Input shaft
13 Output shaft
14 ECU for automatic transmission control (electronic control unit)
18 Input shaft speed sensor

Claims (4)

An input shaft for inputting rotational force from the internal combustion engine;
An output shaft that outputs rotational force to the drive wheel side;
The plurality of friction engagement elements provided between the input shaft and the output shaft and engaged by hydraulic pressure, and the engagement state or release state of the plurality of friction engagement elements determine the constraint state of the rotation element. A transmission gear mechanism having a planetary gear mechanism,
Engagement state switching means for selecting a friction engagement element that switches from the released state to the engaged state, or from the engaged state to the released state, in response to switching of the gear position, from among the plurality of friction engagement elements;
Hydraulic control means for controlling the hydraulic pressure applied to the friction engagement element selected by the engagement state switching means;
Control command output means for outputting a control command value for hydraulic control to the hydraulic control means,
The control command output means sets the target input shaft rotational speed to the target input shaft rotational speed at the end of the shift after determining a predetermined setting condition in the operating state of the internal combustion engine at the initial stage of the shift before the start of the inertia phase in the gear shift operation. The control command value is output to the hydraulic control means so that the actual input shaft rotational speed follows the target input shaft rotational speed, and the hydraulic pressure applied to the friction engagement element is feedback controlled , When the input shaft rotational speed starts to change, the target input shaft rotational speed is once made equal to the current input shaft rotational speed, and then the target input shaft rotational speed is set again to the target input shaft rotational speed at the end of shifting. The control command value is output to the hydraulic control means so that the actual input shaft rotational speed follows the target input shaft rotational speed, and the hydraulic pressure applied to the friction engagement element is fed back. Automatic transmission control system for a vehicle, characterized in that the control. 2. The apparatus according to claim 1, further comprising a learning correction unit configured to perform learning correction so that the control command value is on a high pressure side during a time period from when the setting condition is determined to when the actual input shaft speed changes. An automatic transmission control device for a vehicle as described in 1. 2. The learning correction device according to claim 1, further comprising a learning correction unit configured to perform learning correction so that the control command value is on a low pressure side when an actual input shaft rotation speed changes by the determination time of the setting condition. Automatic transmission control device for vehicles. The automatic transmission control for a vehicle according to any one of claims 1 to 3, wherein the target input shaft rotational speed is changed according to various parameters that determine an operating state of the internal combustion engine. apparatus.

Images