JP3685653B2 - Shift control device for automatic transmission - Google Patents

Description

上記指示圧Ｐｃ７は、入力軸トルクに対応する臨界圧に、イナーシャトルクＴinrに対応する油圧を加算した値として算出されることになる。また、前記イナーシャトルクＴinrを車速ＶＳＰに応じた補正係数HOSEI-VSPにより、車速が高い時ほどイナーシャトルクＴinrをより増大補正するようにしてある（図３５参照）。
【０１２９】
上記基本制御に加え、ステップＳ８２では、回転フィードバック（Ｆ／Ｂ）制御を実行する。
前記回転Ｆ／Ｂ制御を図２３のフローチャートに従って説明する。
【０１３０】
ステップＳ８２１では、目標のタービン回転を算出する。前記目標のタービン回転は、目標変速時間で変速前のギヤ比から変速後のギヤ比に一定速度で変化させるとした場合の時々刻々の目標ギヤ比と（図３６参照）、出力軸回転Ｎｏとの乗算値として求められる。
【０１３１】
ステップＳ８２２では、前記目標のタービン回転に実際のタービン回転を一致させるようにフィードバック補正分ＰＩＤを比例・積分・微分制御し、次のステップＳ８２３では、前記フィードバック補正分ＰＩＤで基本制御における指示圧Ｐｃ７を補正して、締結側指示圧Ｐｃ８を設定する。
【０１３２】
ギヤ比がＦ／Ｂ終了ギヤ比よりも小さくなったことが、図５のフローチャートのステップＳ６で判別されると、ステップＳ６からステップＳ８へ進み、ギヤ比がＦ／Ｂ終了ギヤ比よりも初めて小さくなった時点から所定時間ＴＩＭＥＲ７だけ経過したか否かを判別する。
【０１３３】
そして、所定時間ＴＩＭＥＲ７内であれば、ステップＳ９へ進んで、終了フェーズ処理を行う。
解放側摩擦係合要素についての終了フェーズ処理は、図２４のフローチャートに示してあり、ステップＳ９１でイナーシャフェーズ終了時の油圧を保持する設定を行う。即ち、解放側摩擦係合要素の油圧は、ギヤ比がＦ／Ｂ開始ギヤ比よりも小さくなった時点から０に保持されることになる。
【０１３４】
一方、締結側摩擦係合要素の終了フェーズ処理は、図２５のフローチャートに示され、ステップＳ１０１では、ギヤ比がＦ／Ｂ終了ギヤ比よりも初めて小さくなった時点から所定時間ＴＩＭＥＲ７内であるか否かを判別し、所定時間ＴＩＭＥＲ７内であればステップＳ１０２へ進んで、終了フェーズ処理を実行する。
【０１３５】
前記ステップＳ１０１の終了フェーズ処理の詳細は、図２６のフローチャートに示してあり、ステップＳ１１１では、締結臨界トルクに相当する油圧から締結臨界トルクの1.2倍に相当する油圧まで、前記所定時間ＴＩＭＥＲ７内で上昇させる設定を行う。尚、前記所定時間ＴＩＭＥＲ７は、変速及び摩擦係合要素の種類に応じて設定される。
【０１３６】
ステップＳ１１２では、締結側指示圧Ｐｃ９を、

ここで、Rmp-Tr2は、図３７に示すように、所定時間ＴＩＭＥＲ７内で０から1.0まで一定速度で変化する係数であり、係数Rmp-Tr2が０のとき、Ｐｃ９＝Ｐｃ８となり、イナーシャフェーズでの油圧を初期値として、Ｐｃ９＝Ｋ２×Ｔｔ×Ｔr-c×1.2＋Prtn-c＋Ｋ２×Ｔr-c×（Ｔinr×HOSEI-VSP）まで、所定時間ＴＩＭＥＲ７内で油圧を増大させる。
【０１３７】
そして、前記所定時間ＴＩＭＥＲ７が経過した時点で、締結側の指示圧を、前記Ｐｃ９＝Ｋ２×Ｔｔ×Ｔr-c×1.2＋Prtn-c＋Ｋ２×Ｔr-c×（Ｔinr×HOSEI-VSP）から、最大圧までステップ変化させる。
【図面の簡単な説明】
【図１】実施の形態における自動変速機の変速機構を示す図。
【図２】前記変速機構における摩擦係合要素の締結状態の組み合わせと変速段との相関を示す図。
【図３】前記自動変速機の制御系を示すシステム図。
【図４】実施の形態における摩擦係合要素の掛け換えによる変速の様子を示すタイムチャート。
【図５】実施の形態における摩擦係合要素の掛け換え変速制御の様子を示すフローチャート。
【図６】解放側摩擦係合要素の準備フェーズ処理を示すフローチャート。
【図７】解放側摩擦係合要素の準備フェーズ処理における解放初期油圧演算を示すフローチャート。
【図８】解放側摩擦係合要素の準備フェーズ処理における分担比ランプ制御を示すフローチャート。
【図９】解放側摩擦係合要素の準備フェーズ処理における入力軸トルク学習を示すフローチャート。
【図１０】解放側摩擦係合要素の準備フェーズ処理における分担比ランプ学習を示すフローチャート。
【図１１】締結側摩擦係合要素の準備フェーズ処理を示すフローチャート。
【図１２】解放側摩擦係合要素のトルクフェーズ処理を示すフローチャート。
【図１３】解放側摩擦係合要素のトルクフェーズ処理におけるトルク分担比保持制御を示すフローチャート。
【図１４】解放側摩擦係合要素のトルクフェーズ処理における解放トルク補正制御を示すフローチャート。
【図１５】締結側摩擦係合要素のトルクフェーズ処理を示すフローチャート。
【図１６】締結側摩擦係合要素のトルクフェーズ処理における準備油圧制御を示すフローチャート。
【図１７】締結側摩擦係合要素のトルクフェーズ処理における分担比ランプ制御を示すフローチャート。
【図１８】締結側摩擦係合要素のトルクフェーズ処理における空吹け補正制御を示すフローチャート。
【図１９】締結側摩擦係合要素のトルクフェーズ処理における過渡時油圧補正を示すフローチャート。
【図２０】解放側摩擦係合要素のイナーシャフェーズ処理を示すフローチャート。
【図２１】締結側摩擦係合要素のイナーシャフェーズ処理を示すフローチャート。
【図２２】締結側摩擦係合要素のイナーシャフェーズ処理における基本制御を示すフローチャート。
【図２３】締結側摩擦係合要素のイナーシャフェーズ処理における回転Ｆ／Ｂ制御を示すフローチャート。
【図２４】解放側摩擦係合要素の終了フェーズ処理を示すフローチャート。
【図２５】締結側摩擦係合要素の終了フェーズ処理を示すフローチャート。
【図２６】締結側摩擦係合要素の終了フェーズ処理の詳細を示すフローチャート。
【図２７】解放側摩擦係合要素の準備フェーズ処理における余裕代の変化特性を示す線図。
【図２８】解放側摩擦係合要素の準備フェーズ処理における余裕代の変化特性を推定誤差の学習前後で比較して示す線図。
【図２９】空吹け発生時の余裕代と入力軸トルクの補正係数との相関を示す線図。
【図３０】解放側摩擦係合要素における空吹け補正トルクの特性を示す線図。
【図３１】締結側摩擦係合要素における準備油圧制御における油圧のランプ特性を示す線図。
【図３２】締結側摩擦係合要素における分担比ランプ制御における余裕代の変化特性を示す線図。
【図３３】締結側摩擦係合要素における空吹け補正トルクの特性を示す線図。
【図３４】変速時間とイナーシャトルクとの相関を示す線図。
【図３５】イナーシャトルクの車速による補正係数を示す線図。
【図３６】目標変速時間と目標ギヤ比との相関を示す線図。
【図３７】締結側の終了フェーズにおける油圧のランプ特性を示す線図。
【符号の説明】
１…トルクコンバータ
２…変速機構
１１…ソレノイドバルブユニット
１２…Ａ／Ｔコントローラ
１３…Ａ／Ｔ油温センサ
１４…アクセル開度センサ
１５…車速センサ
１６…タービン回転センサ
１７…エンジン回転センサ
１８…エアフローメータ
２０…エンジン
Ｇ１，Ｇ２…遊星歯車
Ｈ／Ｃ…ハイクラッチ
Ｒ／Ｃ…リバースクラッチ
Ｌ／Ｃ…ロークラッチ
２＆４／Ｂ…２速／４速バンドブレーキ
Ｌ＆Ｒ／Ｂ…ロー＆リバースブレーキ[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a shift control device for an automatic transmission, and more particularly to a device configured to perform a shift by changing friction engagement elements that simultaneously perform engagement control and release control of different friction engagement elements.
[0002]
[Prior art]
Conventionally, the engagement / release of the friction engagement elements is controlled by hydraulic pressure, and the speed is changed by switching the friction engagement elements that simultaneously perform the engagement control and release control of the two friction engagement elements. Automatic transmissions are known.
[0003]
In the one disclosed in Japanese Patent Laid-Open No. 6-341526, when switching downshifting, the hydraulic pressure on the fastening side is kept at a predetermined low pressure, and when the input rotational speed of the transmission reaches the synchronization point of the low speed stage, While the pressure is increased from the low pressure, the release side hydraulic pressure is drained when a predetermined time has elapsed from the synchronization, and the predetermined time is changed according to the input torque and oil temperature of the transmission. ing.
[0004]
Further, in the one disclosed in Japanese Patent Application Laid-Open No. 9-133205, in the change downshift, the transmission torque capacity of the friction engagement element on the high speed side is a value at which the output shaft torque does not become negative within the first time at the beginning of the shift. In the second time thereafter, the transmission torque capacity of the friction engagement element on the high speed side is increased to the same level as the input shaft torque, and the transmission torque capacity of the friction engagement element on the low speed side is set appropriately. After the second time, the transmission torque capacity of the low speed side frictional engagement element is increased to the input shaft torque or more, and the high speed side frictional engagement element is released.
[0005]
[Problems to be solved by the invention]
By the way, in the torque phase of the upshift, the transmission torque is smoothly distributed from the release side to the fastening side while suppressing idling of the engine rotation (during power-on upshift) and closing (during power-off upshift) as much as possible. It is desirable to control the transition.
[0006]
Here, even if an attempt is made to optimize the hydraulic pressure by controlling the engagement hydraulic pressure of the friction engagement element in accordance with the input shaft torque of the speed change mechanism, the estimation error of the input shaft torque, the hydraulic oil / friction Depending on factors such as the condition of the combination factor (production variation, deterioration with time, etc.), there was a possibility that a large amount of air blown or closed would occur.
[0007]
The present invention has been made in view of the above problems, and in the torque phase at the time of upshifting, the transmission torque share is smoothly shifted from the release side to the fastening side while suppressing idling and closing of the engine rotation as much as possible. An object of the present invention is to provide a shift control device for an automatic transmission that can be used.
[0008]
[Means for Solving the Problems]
Therefore a first aspect of the present invention, a shift control device for an automatic transmission configured to perform the shift by changeover of the frictional engagement elements to perform different friction and engagement control of the engagement elements release control and at the same time, up From the start of the torque phase of the shift until the change direction of the input shaft rotational speed of the transmission is reversed, the engagement hydraulic pressure of the engagement side frictional engagement element is increased and corrected as the change speed increases. From the time when the change direction of the input shaft rotation speed is reversed until the end of the torque phase, the engagement hydraulic pressure of the disengagement side frictional engagement element is corrected to be reduced as the change speed increases .
[0009]
According to such a configuration, when the input shaft rotation increases due to the start of the torque phase at the time of power-on upshift, the engagement-side engagement hydraulic pressure is increased and corrected as the speed of change in the increasing direction increases. When the input shaft rotation decreases due to the start of the torque phase during the off-up shift, the engagement-side engagement hydraulic pressure is corrected to be increased as the change speed in the decreasing direction increases.
Furthermore, when the idle blow has converged and the input shaft rotation has decreased, the greater the rate of change in the decreasing direction, the lower the engagement hydraulic pressure on the disengagement side, and the convergence has converged and the input shaft rotation has increased. When the engine speed is increased, the engagement hydraulic pressure on the disengagement side is reduced and corrected as the speed of change in the increasing direction increases.
[0010]
According to a second aspect of the present invention, the change speed of the input shaft rotation speed is converted into a change speed of the gear ratio.
According to this configuration, the input shaft rotation speed is converted into a gear ratio based on the output shaft rotation speed of the speed change mechanism, and the engagement hydraulic pressure is corrected based on the change speed of the gear ratio.
[0013]
According to the third aspect of the present invention, the engagement hydraulic pressure of the disengagement side frictional engagement element is held near the critical pressure from the start of the torque phase until the change direction of the input shaft rotational speed is reversed.
[0014]
According to such a configuration, the fastening side frictional engagement element is advanced while the release side is maintained in the critical state, and the rotation change (idle or closed) caused by the release side being controlled to the critical state is Suppress with hydraulic pressure increase.
[0017]
According to a fourth aspect of the present invention, the change of the input shaft rotation speed from the reverse direction to the end of the torque phase is performed using the engagement hydraulic pressure near the critical pressure as the basic pressure of the disengagement side frictional engagement element. The basic pressure was corrected to be reduced as the speed increased. According to such a configuration, in the state where the release side is controlled to the critical state, the convergence of the air blow and the contraction due to the control of the hydraulic pressure on the fastening side exceeding the critical state, the engagement hydraulic pressure of the release side frictional engagement element is reduced. Control by lowering below the critical pressure.
[0020]
According to a fifth aspect of the present invention, there is provided a shift control device for an automatic transmission configured to perform a shift by switching friction engagement elements that simultaneously perform engagement control and release control of different friction engagement elements, and the upshift From the start of the torque phase until the change direction of the input shaft rotational speed of the transmission is reversed, the release side and the engagement side are further accelerated in order to further promote the degree of advancement of the engagement side relative to the progress of the release control. At least one engagement hydraulic pressure is corrected according to the change speed of the input shaft rotation speed, and the release side with respect to the progress of the fastening control is performed after the change direction of the input shaft rotation speed is reversed until the end of the torque phase. In order to further promote the relative degree of progress, the engagement hydraulic pressure of at least one of the release side and the fastening side is corrected according to the change speed.
[0021]
According to such a configuration, when the idling or the closing due to the start of the torque phase converges, the fastening control is delayed or the release control is promoted according to the speed of change of the rotational speed in the increasing direction or decreasing direction. In this way, smooth rotation changes are converged.
[0022]
In the invention according to claim 6, the engagement hydraulic pressure at the time of shifting in the friction engagement element on the release side and the engagement side is calculated based on the estimated value of the input shaft torque, the critical torque ratio, the margin, The estimated value of the input shaft torque is corrected based on the change speed.
[0023]
According to this configuration, the engagement hydraulic pressure (critical pressure) corresponding to the critical state is estimated from the estimated value of the input shaft torque and the critical torque ratio, and by changing the margin to be added to the critical pressure, Although controlled to the critical state / release state, the basic critical pressure is corrected by correcting the estimated value of the input shaft torque based on the rotational change speed.
[0024]
【The invention's effect】
According to the first aspect of the present invention, it is possible to suppress idling or closing of the engine rotation accompanying the start of the torque phase by promoting the fastening control, and to promote release control when the idling or closing converges. There is an effect that rapid rotation change can be suppressed .
[0025]
According to the second aspect of the invention, there is effect that to be able to determine the racing state from the rate of change of changeover time of the gear ratio.
[0026]
According to the third aspect of the present invention, by controlling the engagement control from the release state to the engagement critical state while maintaining the release side in the critical state, it is possible to perform idling only by correcting the increase of the engagement side hydraulic pressure. There is an effect that the fastening side can be controlled to a critical state while suppressing the closing.
[0027]
According to the fourth aspect of the present invention, an abrupt change in the input shaft rotation speed caused by the release-side engagement hydraulic pressure being too high near the critical pressure can be suppressed by reducing the release-side engagement hydraulic pressure. There is.
[0029]
According to the fifth aspect of the present invention, when the idling or closing of the engine rotation converges, there is an effect that the idling or the closing can be smoothly converged by promoting release or delaying the fastening control. is there.
[0030]
According to the sixth aspect of the present invention, the engagement / criticality / release of the frictional engagement element is controlled in accordance with the input shaft torque at that time while suppressing the occurrence of idling or shrinkage due to the estimation error of the input shaft torque. There is an effect that can be.
[0031]
DETAILED DESCRIPTION OF THE INVENTION
Embodiments of the present invention will be described below.
FIG. 1 shows a transmission mechanism of an automatic transmission according to an embodiment, and an engine output is transmitted to a transmission mechanism 2 via a torque converter 1.
[0032]
The transmission mechanism 2 includes two sets of planetary gears G1, G2, three sets of multi-plate clutches H / C, R / C, L / C, one set of brake bands 2 & 4 / B, and one set of multi-plate brakes L & R /. B, one set of one-way clutch L / OWC.
[0033]
The two sets of planetary gears G1 and G2 are simple planetary gears composed of sun gears S1 and S2, ring gears r1 and r2, and carriers c1 and c2, respectively.
The sun gear S1 of the planetary gear set G1 is configured to be connectable to the input shaft IN by a reverse clutch R / C, and is configured to be fixed by a brake band 2 & 4 / B.
[0034]
The sun gear S2 of the planetary gear set G2 is directly connected to the input shaft IN.
A carrier c1 of the planetary gear set G1 is configured to be connectable to the input shaft I by a high clutch H / C, while a ring gear r2 of the planetary gear set G2 is a carrier of the planetary gear set G1 by a low clutch L / C. The carrier c1 of the planetary gear set G1 can be fixed by a low & reverse brake L & R / B.
[0035]
A ring gear r1 of the planetary gear set G1 and a carrier c2 of the planetary gear set G2 are directly and integrally connected to the output shaft OUT.
In the speed change mechanism 2 configured as described above, the first to fourth speeds and the reverse are realized by a combination of engagement states of the respective clutches and brakes as shown in FIG.
[0036]
In FIG. 2, the circles indicate the engaged state, and the parts not marked with the symbol indicate the released state. In particular, the engaged state indicated by the black circle of the low & reverse brake L & R / B at the first speed. Indicates fastening in only one range.
[0037]
According to the combination of engagement states of the clutches and brakes shown in FIG. 2, for example, at the time of downshift from the 4th speed to the 3rd speed, the brake band 2 & 4 / B is released and the low clutch L / C is engaged. When downshifting from 3rd to 2nd, the high clutch H / C is released and the brake band 2 & 4 / B is engaged. When upshifting from 2nd to 3rd, the brake band 2 & 4 / B And the high clutch H / C are engaged, and at the time of upshift from the third speed to the fourth speed, the low clutch L / C is released and the brake band 2 & 4 / B is engaged. As described above, a shift in which the engagement and release of the clutch and brake (friction engagement element) are controlled simultaneously to change the friction engagement element is referred to as a change shift. To.
[0038]
The clutches and brakes (friction engagement elements) are operated by supply hydraulic pressures, and the supply hydraulic pressures for the clutches and brakes are adjusted by various solenoid valves included in the solenoid valve unit 11 shown in FIG. The
[0039]
The A / T controller 12 for controlling the various solenoid valves of the solenoid valve unit 11 includes an A / T oil temperature sensor 13, an accelerator opening sensor 14, a vehicle speed sensor 15, a turbine rotation sensor 16, an engine rotation sensor 17, and an air flow meter. Detection signals from 18 etc. are input, and the engagement hydraulic pressure in each friction engagement element is controlled based on these detection results.
[0040]
In FIG. 3, reference numeral 20 indicates an engine combined with the automatic transmission.
FIG. 4 is a time chart illustrating an example of an upshift (hereinafter referred to as a power-on upshift) in a state where engine driving torque is applied. With reference to FIG. 5 to FIG.
[0041]
The flowchart of FIG. 5 shows a main control routine common to the engagement side frictional engagement element and the release side frictional engagement element.
In step S1, a shift determination for a power-on upshift is performed.
[0042]
The A / T controller 12 stores in advance a shift map in which shift speeds are set according to the vehicle speed VSP and the accelerator opening (throttle opening). For example, the current (pre-shift) shift speed and the shift speed are stored in advance. A power-on upshift is determined when the shift speed retrieved from the map is different, is in the upshift direction, and the accelerator is not fully closed.
[0043]
When the shift determination of the power-on upshift is made, the process proceeds to step S2 and is obtained by multiplying the output shaft rotational speed No of the transmission mechanism by the gear ratio before the shift (the number of teeth of the driven gear / the number of teeth of the driving gear). It is determined whether or not the input shaft rotational speed (turbine rotational speed) Nt of the speed change mechanism is higher than the added value of the reference turbine speed to be stored and the hysteresis value HYS stored in advance.
[0044]
When the turbine rotation speed Nt is equal to or less than the addition value of the reference turbine rotation and the hysteresis value HYS, it is determined that the release side frictional engagement element has not been released, and the preparation phase process of step S3 is executed.
[0045]
The preparation phase process of step S3 is divided into a release-side process and a fastening-side process, and the release-side preparation phase process is shown in the flowcharts of FIGS.
[0046]
The flowchart of FIG. 6 shows the main routine of the release-side frictional engagement element preparation phase process. In step S31, the routine is stored in advance according to the type of shift and the type of frictional engagement element to be controlled for release. It is determined whether or not the shift determination has elapsed for a predetermined time TIMER1.
[0047]
If it is within the predetermined time TIMER1, the process proceeds to step S32, and the release initial hydraulic pressure is calculated. The release initial hydraulic pressure is an initial pressure for performing release control, and is decreased within the predetermined time TIMER1 from a hydraulic pressure during non-shifting to the release initial hydraulic pressure.
[0048]
The calculation of the initial release hydraulic pressure in step S32 is shown in detail in the flowchart of FIG. 7. In step S321, the non-shifting hydraulic pressure Po0 (indicated pressure) of the friction engagement element that performs the release control this time and the friction The release initial hydraulic pressure Po1 (indicated pressure) of the combined element is calculated.
[0049]
The non-shifting hydraulic pressure Po0 is:
Po0 = K1 × (Tt × Tr-o × allowance (0)) + Prtn-o
Is calculated as
[0050]
Here, K1 is a coefficient for converting the transmission torque capacity (necessary transmission torque capacity) of the friction engagement element on the release side into hydraulic pressure, and depends on the type of shift and the type of friction engagement element to be controlled to release. Stored in advance. Tt is an estimated value of the input shaft torque of the speed change mechanism, and is estimated from, for example, the engine output torque estimated from the intake air amount, the engine rotational speed, and the like, and the torque ratio of the torque converter. Tr-o is a release critical torque ratio for obtaining a critical transmission torque capacity at which the release side frictional engagement element slips with respect to the input shaft torque Tt. The margin (0) is a correction value for adding a margin torque capacity to the critical transmission torque capacity, and is stored in advance as a value of about 3.0, for example. Prtn-o is a release-side standby pressure (release-side return spring pressure), and is stored in advance for each friction engagement element.
[0051]
On the other hand, the release initial hydraulic pressure Po1 is
Po1 = K1 × (Tt × Tr-o × margin (1)) + Prtn-o
Is calculated as
[0052]
That is, only the margin portion is different from the arithmetic expression of the non-shifting hydraulic pressure Po0, and the margin (1) is set to a relatively low value of about 1.2 in the arithmetic expression of the release initial hydraulic pressure Po1.
[0053]
The margin (1) (= about 1.2) is set as a value that allows the disengagement side frictional engagement element to maintain the engaged state even if the estimation error of the input shaft torque occurs within the expected range. .
[0054]
During non-shifting, the non-shifting hydraulic pressure Po0 is controlled, but when releasing in response to a shift request, the non-shifting hydraulic pressure Po0 is reduced from the non-shifting hydraulic pressure Po0 within the predetermined time TIMER1. In step S322, the oil pressure decrease gradient Rmp-Po1 within the predetermined time TIMER1 is set as follows.
Rmp-Po1 = (Po0-Po1) / TIMER1
Calculate as
[0055]
Then, the hydraulic pressure is reduced by (Rmp-Po1) every unit time from the non-shifting hydraulic pressure Po0, and when the predetermined time TIMER1 has elapsed, the hydraulic pressure is reduced to the release initial hydraulic pressure Po1.
[0056]
After decreasing to the release initial hydraulic pressure Po1 within the predetermined time TIMER1 as described above, if the turbine rotation speed Nt is higher than the sum of the reference turbine rotation (No × gear ratio) and the hysteresis value HYS in step S33. Until it is determined, the sharing ratio ramp control in step S34 is executed.
[0057]
The details of the sharing ratio ramp control in step S34 are shown in the flowchart of FIG. 8. In step S341, the release initial hydraulic pressure Po1 is calculated, and the release hydraulic pressure Po2 is calculated.
[0058]
The release hydraulic pressure Po2 (indicated pressure) is
Po2 = K1 × (Tt × Tr-o × margin (2)) + Prtn-o
For example, a value of about 0.8 smaller than 1.0 is used as the margin allowance (2) (margin allowance (0)> room allowance (1)>0> room allowance (2)).
[0059]
Even if the margin (2) (= about 0.8) occurs within an expected range of the input shaft torque estimation error, the disengagement side frictional engagement element can be reliably shifted to the disengaged state. Set as a value. Therefore, the decrease in the hydraulic pressure from the initial release hydraulic pressure Po1 to the release hydraulic pressure Po2 is performed in order to surely shift the release-side friction engagement element to the release state (see FIG. 27).
[0060]
In step S342, an oil pressure ramp gradient (unit) for decreasing from the initial release oil pressure Po1 to the release oil pressure Po2 within a predetermined time TIMER2 stored in advance according to the type of shift and the type of friction engagement element to be controlled to release. Hydraulic pressure decrease per hour)
Rmp-Po2 = (Po1-Po2) / TIMER2
Calculate as
[0061]
In a state where it is determined that the turbine rotation speed Nt is equal to or less than the addition value of the reference turbine rotation (No × gear ratio) and the hysteresis value HYS within the predetermined time TIMER2 from the time when the predetermined time TIMER1 has elapsed. The hydraulic pressure is decreased by (Rmp-Po2) every unit time.
[0062]
The ramp gradient Rmp-Po2 is released within a predetermined range before and after the margin margin becomes 1.0, so that the ramp margin Rmp-Po1 becomes smaller than the gradient Rmp-Po1 by setting the margin variation range and the predetermined time TIMER2. The change in the transmission torque capacity of the side frictional engagement element is made slower than before.
[0063]
When the engagement hydraulic pressure is gradually reduced by the gradient Rmp-Po2, the turbine rotational speed Nt is larger than the sum of the reference turbine rotation (No.times.gear ratio) and the hysteresis value HYS when the margin becomes near 1.0. By detecting the idling state of the engine having a high value, it is possible to indirectly know that the transmission torque capacity on the disengagement side has dropped to near criticality.
[0064]
As described above, it is ideal that the turbine rotation speed Nt becomes higher than the added value of the reference turbine rotation (No × gear ratio) and the hysteresis value HYS when the margin is near 1.0. If there is an estimation error of the shaft torque Tt, the engine will be blown after the margin is larger than 1.0 or less than 1.0, and the predetermined error is estimated in consideration of the estimation error of the input shaft torque Tt. It is necessary to secure a wide change range of the margin within the time TIMER2, centering on 1.0.
[0065]
Here, for example, if the gear ratio starts to change at the release side hydraulic pressure corresponding to the margin of margin = 1.1, the input shaft torque is estimated to be smaller than the actual value in the estimation of the input shaft torque. If it is determined that the oil pressure is able to maintain the state but started to slip, and conversely, for example, if the gear ratio starts to change with the release side oil pressure corresponding to the margin of margin = 0.9, the input shaft torque is estimated from the actual value. Therefore, it is determined that the slip start has been delayed even though the pressure has already decreased to the hydraulic pressure (transmission torque capacity) at which the original engagement state cannot be maintained.
[0066]
Therefore, a correction for correcting the estimated input shaft torque based on the margin at the time when the turbine rotation speed Nt becomes higher for the first time than the added value of the reference turbine rotation (No × gear ratio) and the hysteresis value HYS. A coefficient is obtained, and correction by the correction coefficient is learned.
[0067]
That is, if it is determined in step S33 in the flowchart of FIG. 6 that the turbine rotation speed Nt is higher than the sum of the reference turbine rotation (No × gear ratio) and the hysteresis value HYS, the process proceeds to step S35, and the input shaft torque is increased. The learning correction control is performed.
[0068]
The state of the learning correction control of the input shaft torque is shown in the flowchart of FIG. 9, and in step S351, the turbine rotation speed Nt is the first time than the sum of the reference turbine rotation (No × gear ratio) and the hysteresis value HYS. The margin at the time when it becomes high is calculated. Specifically, the engagement hydraulic pressure of the disengagement side frictional engagement element at the time when the turbine rotation speed Nt becomes higher for the first time than the added value of the reference turbine rotation (No × gear ratio) and the hysteresis value HYS, and the input at that time The margin allowance Tr is calculated backward from the shaft torque.
[0069]
In step S352, as shown in FIG. 29, a table storing the correction coefficient Ktt of the input shaft torque according to the deviation (1-Tr) between 1.0 and the margin allowance Tr when the engine is idling is stored in advance. Accordingly, the correction coefficient Ktt is obtained by referring to the table based on the margin allowance Tr obtained in step S351.
[0070]
The correction coefficient Ktt is 1.0 when the margin margin Tr is 1.0, a value smaller than 1.0 when the margin margin Tr is smaller than 1.0, and a value larger than 1.0 when the margin margin Tr is larger than 1.0. The estimated value of the input shaft torque is corrected so that the engine idling occurs when the margin allowance Tr is 1.0.
[0071]
When the correction coefficient Ktt is set, the learning is performed so as to estimate the input shaft torque including a correction request based on the correction coefficient Ktt.
In step S36 in the flowchart of FIG. 6, sharing ratio ramp learning is performed.
[0072]
The share ratio ramp learning is shown in detail in the flowchart of FIG.
In step S361, it is determined whether or not torque estimation learning has been completed. Specifically, when the correction coefficient Ktt set based on the margin allowance Tr at the time of engine idling converges within a narrow range including 1.0 (for example, 0.95 ≦ Ktt ≦ 1.05), the torque estimation learning is terminated. judge.
[0073]
When it is determined that the torque estimation learning is finished, the process proceeds to step S362, and the margins (1) and (2) used for calculating the release initial hydraulic pressure Po1 and the release hydraulic pressure Po2 are changed from the initial values.
[0074]
The change is a change to make the allowance (1) smaller, the allowance (2) to be larger, and a correction to narrow the change range from the allowance (1) to the allowance (2) (See FIG. 28). For example, if the initial value of the margin (1) is 1.2 and the initial value of the margin (2) is 0.8, the margin (1) is changed to 1.1 and the margin (2) is changed to 0.8 .
[0075]
When the margins (1) and (2) are changed as described above, the margin of change in the margin margin at the predetermined time TIMER1 immediately after the shift determination is increased and the decreasing slope of the release hydraulic pressure is increased, while the margin at the subsequent predetermined time TIMER2 The change width of the margin becomes smaller and the decreasing slope of the release hydraulic pressure becomes gentler.
[0076]
Here, since the torque estimation learning has converged and the estimation accuracy of the input shaft torque is high, even if the margin of change at the predetermined time TIMER2 for loosening the decreasing slope of the release hydraulic pressure becomes small, The engine can be surely shifted to the idling state within the predetermined time TIMER2.
[0077]
In addition, if the slope of decrease in the release hydraulic pressure when shifting to the idling state of the engine is made gentler, the hydraulic pressure corresponding to the critical state can be accurately determined, and the controllability of the hydraulic pressure in the subsequent torque phase is improved. Thus, the rotational change at the initial stage of the torque phase can be moderated.
[0078]
On the other hand, the preparation phase process on the fastening side is shown in the flowchart of FIG.
The flowchart of FIG. 11 shows the preparation phase process on the engagement side, and whether or not the turbine rotational speed Nt is higher than the added value of the reference turbine rotation (No × gear ratio) and the hysteresis value HYS in step S41. Determine.
[0079]
When it is determined that the turbine rotation speed Nt is equal to or less than the addition value of the reference turbine rotation (No × gear ratio) and the hysteresis value HYS, in other words, until the engine blows out. The process proceeds to step S42.
[0080]
In step S42, the reference precharge pressure of the engagement side frictional engagement element is set according to the type of frictional engagement element.
In the next step S43, the reference precharge pressure is processed by a transient oil pressure compensation filter having a gain corresponding to the oil temperature to determine the final hydraulic pressure of the frictional engagement element on the engagement side.
[0081]
The transient oil pressure compensation filter is a filter for improving the transient response when the actual oil pressure is changed to the reference precharge pressure that is the target oil pressure, and the indicated oil pressure is changed stepwise with respect to the step change of the target oil pressure. After that, it is set so that the command oil pressure is secondarily oscillated to converge to the original target, and the filter gain is set according to the oil temperature in response to the transient response of the oil pressure change depending on the oil temperature. To change.
[0082]
As a result, when the power-on upshift is judged, the hydraulic pressure of the engagement side frictional engagement element increases and changes to the reference precharge pressure with good response, and then maintains the reference precharge pressure until engine idling is detected. Is done.
[0083]
Here, returning to the flowchart of FIG. 5, the description will be continued. In step S2, it is determined that the turbine rotation speed Nt is higher than the sum of the reference turbine rotation (No × gear ratio) and the hysteresis value HYS. Then, it progresses to step S4 and it is discriminate | determined whether the gear ratio exceeded the F / B start gear ratio and changed to the upshift direction. Then, after the engine idling is determined, the torque phase process of step S5 is performed until the F / B start gear ratio is exceeded and the engine shifts in the upshift direction.
[0084]
As will be described later, when the gear ratio changes beyond the F / B start gear ratio, feedback control of the turbine rotation is performed. F / B is an abbreviation for feedback.
[0085]
The flowchart of FIG. 12 shows the state of the torque phase processing of the disengagement side frictional engagement element. In step S51, the turbine rotation speed Nt (input shaft rotation speed) and the reference turbine rotation (No × gear ratio) are compared. It is determined whether or not the time differential value of the deviation (change speed of the input shaft rotation speed) is negative.
[0086]
A gear ratio is calculated based on the turbine rotation speed Nt and the output shaft rotation speed at that time, and a change speed (time differential value) of the gear ratio is calculated to obtain a change speed of the turbine rotation speed Nt. Instead, the change speed of the turbine rotation speed Nt may be indirectly determined by determining the change speed of the gear ratio.
[0087]
While d / dt (Nt−No × gear ratio) ≧ 0, that is, while the deviation between the turbine rotational speed Nt and the reference turbine rotational speed (No × gear ratio) is increasing (input shaft rotational speed). During the increase change), the process proceeds to step S52, and the torque sharing ratio holding control is performed.
[0088]
The torque sharing ratio holding control is shown in detail in FIG.
In the flowchart of FIG. 13, in step S521, the margin allowance Trbefore at the time before the predetermined time TIM1 from the time when the turbine rotational speed Nt first becomes higher than the added value of the reference turbine rotation (No × gear ratio) and the hysteresis value HYS. Ask for.
[0089]
The time point when the turbine rotational speed Nt first becomes higher than the added value of the reference turbine rotation (No × gear ratio) and the hysteresis value HYS is determined as the critical state of the disengagement side frictional engagement element. In order to prevent the critical state from being erroneously determined, the hysteresis value HYS is added to the reference turbine rotation to prevent the critical state from being erroneously determined. Cause delay.
[0090]
Therefore, it is estimated that the time point that is delayed by the delay time from the time point when the criticality is determined is a true critical state, and the margin at that time is detected as a critical equivalent value, and the predetermined time TIM1 is the delay time. Set according to time.
[0091]
Therefore, by adding the correction amount due to the margin allowance Trbefore at the time before the predetermined time TIM1 to the estimated critical equivalent pressure obtained from the estimated value of the input shaft torque and the critical torque ratio, it matches the input shaft torque at that time. A true critical equivalent pressure can be obtained.
[0092]
Since the critical determination delay time varies depending on the type of the gear shift and the friction engagement element, the predetermined time TIM1 is set to the type of gear shift (second speed → third speed, third speed → fourth speed, etc.) and / or The friction engagement element is changed according to the type (brake band 2 & 4 / B, low clutch L / C, etc.).
[0093]
In addition, since the difference in the critical determination delay time can be estimated by the engine load / rotation speed indicating the engine operating state, the predetermined time TIM1 may be changed according to the engine load and / or the engine rotation speed. it can.
[0094]
In the next step S522, based on the margin allowance Trbefore, the release side hydraulic pressure Po3 while d / dt (Nt-No × gear ratio) ≧ 0 is calculated.
Po3 = K1 × (Tt × Tr−o × allowance Trbefore) + Prtn−o
The release-side hydraulic pressure Po3 is an engagement hydraulic pressure corresponding to the release-side critical state, and d / dt (Nt-No × gear ratio) ≧ 0 (while the input shaft rotational speed is increasing and changing). ), The release side frictional engagement element is held in a critical state.
[0095]
On the other hand, if it is determined in step S51 in the flowchart of FIG. 12 that d / dt (Nt-No.times.gear ratio) <0 (the input shaft rotational speed is decreasing), the process proceeds to step S53, and the release torque. Perform correction control.
[0096]
The transition from d / dt (Nt-No.times.gear ratio) .gtoreq.0 to d / dt (Nt-No.times.gear ratio) <0 (reversal of the rotational change direction) is a sharing of torque transmission by the engagement-side frictional engagement elements. Indicates that the engine has started to converge.
[0097]
The release torque correction control is shown in detail in FIG.
In step S531, the release correction torque Thosei-o is calculated with reference to a table as shown in FIG. 30 according to the magnitude of d / dt (Nt-No.times.gear ratio) (change speed of the input shaft rotation speed). To do.
[0098]
The release correction torque Thosei-o is 0 when d / dt (Nt-No.times.gear ratio) is 0 or more, and absolute when d / dt (Nt-No.times.gear ratio) is negative. The larger the value is, the larger the absolute value is set to a negative value.
[0099]
In the next step S532, the release hydraulic pressure Po4 is calculated by correcting the input shaft torque Tt using the release correction torque Thosei-o.
Po4 = K1 × [(Tt + Thosei-o) × Tr-o × margin allowance Trbefore] + Prtn-o
According to the calculation of the release hydraulic pressure Po4, the basic pressure Po3 = K1 × (Tt × Tr−o × allowance margin Trbefore) + Prtn−o corresponding to the critical pressure is corrected according to d / dt (Nt−No × gear ratio). Will be.
[0100]
If the release side command pressure is not gradually decreased from the critical equivalent value in response to the increase of the engagement side command pressure, a sudden decrease in rotation will be caused when the air blow converges. By greatly correcting the release side hydraulic pressure to decrease, the release side hydraulic pressure is gradually reduced in response to an increase in the engagement side command pressure, and a sudden decrease in rotation is avoided.
[0101]
In addition to the pressure reduction correction according to the release side hydraulic pressure d / dt (Nt-No.times.gear ratio), the engagement side hydraulic pressure is reduced as the d / dt (Nt-No.times.gear ratio) increases to the negative side. You may make it correct | amend.
[0102]
In addition, when the turbine rotation (input shaft rotation) is closed with the start of the torque phase at the time of power-off upshift, the d / dt (Nt-No × gear ratio) may be positive. In the convergence state of the closing, the convergence of the closing can be controlled more smoothly by increasing the pressure on the release side to reduce the pressure as the rate of change in the increasing direction increases.
[0103]
Then, when the gear ratio exceeds the F / B start gear ratio and changes in the upshift direction, a step change is made from the release hydraulic pressure at that time to the hydraulic pressure = 0.
On the other hand, the torque phase process on the engagement side is performed as shown in the flowchart of FIG.
[0104]
In step S61, it is determined whether or not the turbine rotation speed Nt is higher than the added value of the reference turbine rotation (No × gear ratio) and the hysteresis value HYS. If the turbine rotation speed Nt is high, the process proceeds to step S62.
[0105]
In step S62, it is determined whether or not a predetermined time TIMER3 has elapsed since the turbine rotation speed Nt has increased for the first time from the added value of the reference turbine rotation (No × gear ratio) and the hysteresis value HYS. The predetermined time TIMER3 is set according to the type of speed change and friction engagement element.
[0106]
If it is determined that the time is within the predetermined time TIMER3, the process proceeds to step S63, and the preparation side hydraulic pressure control is performed.
The state of the preparation hydraulic pressure control is shown in the flowchart of FIG.
[0107]
In step S631, the setting pressure of the engagement side frictional engagement element is set to increase from the standby pressure (reference precharge pressure) to the engagement initial pressure Pc1 in a predetermined time TIMER3. In step S632, the initial pressure Pc1 is set.
Pc1 = K2 × Tt × Tr-c × (margin (1) × Rmp-Tr1) + Prtn-c
Calculate as
[0108]
Here, K2 is a coefficient for converting the transmission torque capacity (required transmission torque capacity) of the friction engagement element on the engagement side into hydraulic pressure, and depends on the type of shift and the type of friction engagement element to be controlled to release. Stored in advance. Tr-c is an engagement critical torque ratio for obtaining a critical transmission torque capacity at which the engagement side frictional engagement element starts to be engaged with the input shaft torque Tt. Prtn-c is a standby pressure on the engagement side (engagement return spring pressure), and is stored in advance for each friction engagement element.
[0109]
Further, as shown in FIG. 31, Rmp-Tr1 is a coefficient that increases at a constant speed from 0 to 1 within a predetermined time TIMER3, and the margin of the fastening critical torque from the standby pressure (reference precharge pressure) on the fastening side. The hydraulic pressure on the fastening side is increased and changed by a factor of (1). The predetermined time TIMER3 is set according to the type of speed change and friction engagement element.
[0110]
The margin (1) has an initial value of 0.8, for example, but is corrected according to the margin Trbefore. Specifically, the margin (1) = 0.8 + ( Trbefore-1.0).
[0111]
The margin allowance Trbefore indicates an error of the estimated critical equivalent pressure obtained from the estimated value of the input shaft torque and the critical torque ratio. For example, when the allowance allowance Trbefore is larger than 1.0 (reference value), It can be determined that the input shaft torque is estimated to be smaller than actual. Therefore, if the margin (1) is increased or decreased by (Trbefore−1.0), the estimation error of the input shaft torque is corrected, and the hydraulic pressure can be controlled to a value corresponding to the actual input shaft torque. The engagement-side initial pressure Pc1 can be controlled to a required value based on the critical pressure, thereby avoiding a delay in the start of sharing of the transmission torque of the engagement-side frictional engagement element and preventing a large amount of idling. .
[0112]
When it is determined in step S62 in the flowchart of FIG. 15 that the predetermined time TIMER3 has elapsed since the turbine rotation speed Nt has increased for the first time from the sum of the reference turbine rotation (No × gear ratio) and the hysteresis value HYS, Proceed to step S64.
[0113]
In step S64, it is determined whether or not the gear ratio is smaller than the F / B start gear ratio. If the gear ratio is larger than the F / B start gear ratio, the process proceeds to step S65, and the sharing ratio ramp control is performed. I do.
[0114]
The share ratio ramp control is shown in the flowchart of FIG.
First, in step S651, at a predetermined time TIMER4, the margin is changed at a constant speed from the margin (1) to the margin (2) (margin (2) = margin (1) +0.4) (see FIG. 32). Setting is made to increase the command pressure on the fastening side as the margin increases. The predetermined time TIMER4 is set according to the type of speed change and friction engagement element.
[0115]
In step S652, the initial pressure Pc2 and the final pressure Pc3 corresponding to the increase change in the margin are calculated, and the ramp gradient Rmp-Pc3 of the command pressure is calculated based on the command pressures Pc2 and Pc3 and the predetermined time TIMER4. .
[0116]
Pc2 = K2 × Tt × Tr-c × margin (1) + Prtn-c
Pc3 = K2 × Tt × Tr-c × margin (2) + Prtn-c
Rmp-Pc3 = (Pc3-Pc2) / TIMER4
In step S653, control for gradually increasing the engagement-side command hydraulic pressure Pc4 according to the ramp gradient Rmp-Pc3 is performed.
[0117]
As described above, in the torque phase, the engagement side hydraulic pressure is gradually increased from an initial pressure lower than the critical pressure to a target pressure exceeding the critical pressure, while the release side starts to be engaged and shares torque transmission. It is kept in a critical state until it becomes, but it is determined based on the reversal of positive / negative (convergence of idling) of d / dt (Nt-No x gear ratio) that the fastening side has shared torque transmission. Then, the hydraulic pressure is gradually decreased so as to correspond to an increase in the torque sharing rate on the fastening side, and the torque transmission sharing is gradually shifted from the release side to the fastening side.
[0118]
Next to the share ratio lamp control, the idling correction control in step S66 is performed.
The idling correction control will be described with reference to the flowchart of FIG. 18. In step S661, the correction torque Thosei-c is obtained according to d / dt (Nt-No.times.gear ratio) (change speed of the input shaft rotation speed).
[0119]
As shown in FIG. 33, the correction torque Thosei-c is 0 when d / dt (Nt-No.times.gear ratio) is negative, but d / dt (Nt-No.times.gear when it is positive). The larger the ratio, the larger the positive value.
[0120]
In step S662, the command pressure Pc5, which is controlled to increase at a constant speed, is corrected by the correction torque Thosei-c to calculate the command pressure Pc5.
Pc5 = Pc4 + K2 × Tr-c × Thosei-c
As described above, if the engagement-side hydraulic pressure that is set to increase at a constant speed is corrected in accordance with the speed of change in the increasing direction while the rotation increases from the start of the torque phase, the idle pressure due to the delay in the engagement control can be obtained. An increase in blowing can be avoided by promoting the fastening control.
[0121]
In addition to the increase correction of the engagement side hydraulic pressure, the release side hydraulic pressure may be increased and corrected according to d / dt (Nt-No.times.gear ratio) (change speed of the input shaft rotation speed).
In addition, when the power rotation is upshifted and the turbine rotation (input shaft rotation) is closed as the torque phase starts, d / dt (Nt−No × gear ratio) is negative. As the rate of change in the decreasing direction increases, the occurrence of shrinkage can be suppressed if the tightening side hydraulic pressure is corrected to increase more.
[0122]
Furthermore, in step S67, the hydraulic pressure compensation at the same time as in step S43 is performed.
That is, as shown in the flowchart of FIG. 19, in step S671, a gain is set according to the oil temperature, and in the next step S672, the command pressure Pc5 is changed by a transient hydraulic compensation filter having a gain corresponding to the oil temperature. The final hydraulic pressure Pc6 of the engagement side frictional engagement element is determined.
[0123]
In the torque phase process on the engagement side, the idling correction control in step S66 and the transient hydraulic pressure compensation in step S67 may be omitted, and the engagement side oil pressure may be increased and changed at a constant speed.
[0124]
If it is determined in step S4 in the flowchart of FIG. 5 that the gear ratio has become smaller than the F / B start gear ratio, the process proceeds to step S6, where the gear ratio is the F / B end gear ratio (<F / B start gear ratio). ) Is determined.
[0125]
When the gear ratio is smaller than the F / B start gear ratio but larger than the F / B end gear ratio, the inertia phase process of step S7 is performed.
The release-side inertia phase process is shown in the flowchart of FIG. 20, and the hydraulic pressure at the end of the torque phase (hydraulic pressure = 0) is held in step S71.
[0126]
Further, the inertia phase processing on the fastening side is shown in the flowchart of FIG.
In the flowchart of FIG. 21, in step S81, the basic control shown in the flowchart of FIG. 22 is performed.
[0127]
In the basic control, first, an inertia torque Tinr is calculated in step S811. As shown in FIG. 34, the inertia torque Tinr (shift torque) is stored in advance as a table value corresponding to the target shift time, and is set to a larger value as the target shift time is shorter.
[0128]
In step S812, the engagement-side command pressure Pc7 is calculated based on the inertia torque Tinr.

The command pressure Pc7 is calculated as a value obtained by adding the hydraulic pressure corresponding to the inertia torque Tinr to the critical pressure corresponding to the input shaft torque. Further, the inertia torque Tinr is corrected so as to increase as the vehicle speed increases by using a correction coefficient HOSEI-VSP corresponding to the vehicle speed VSP (see FIG. 35).
[0129]
In addition to the above basic control, rotation feedback (F / B) control is executed in step S82.
The rotation F / B control will be described with reference to the flowchart of FIG.
[0130]
In step S821, a target turbine rotation is calculated. The target turbine rotation is the target gear ratio every moment when the gear ratio before the shift is changed from the gear ratio before the shift to the gear ratio after the shift at a constant speed during the target shift time (see FIG. 36), and the output shaft rotation No. It is calculated as the product of.
[0131]
In step S822, the feedback correction amount PID is proportionally / integrated / differentiated controlled so as to make the actual turbine rotation coincide with the target turbine rotation. In the next step S823, the command pressure Pc7 in the basic control is used with the feedback correction amount PID. Is corrected, and the engagement side command pressure Pc8 is set.
[0132]
If it is determined in step S6 of the flowchart of FIG. 5 that the gear ratio has become smaller than the F / B end gear ratio, the process proceeds from step S6 to step S8, and the gear ratio is the first time that the gear ratio is greater than the F / B end gear ratio. It is determined whether or not a predetermined time TIMER7 has elapsed since the time when the value became smaller.
[0133]
If it is within the predetermined time TIMER7, the process proceeds to step S9 to perform the end phase process.
The end phase process for the disengagement side frictional engagement element is shown in the flowchart of FIG. 24. In step S91, setting is made to hold the hydraulic pressure at the end of the inertia phase. That is, the hydraulic pressure of the disengagement side frictional engagement element is maintained at 0 from the time when the gear ratio becomes smaller than the F / B start gear ratio.
[0134]
On the other hand, the end phase process of the engagement side frictional engagement element is shown in the flowchart of FIG. 25. In step S101, whether the gear ratio is within the predetermined time TIMER7 from the time when the gear ratio becomes smaller than the F / B end gear ratio for the first time. If it is within the predetermined time TIMER7, the process proceeds to step S102 to execute the end phase process.
[0135]
The details of the end phase process in step S101 are shown in the flowchart of FIG. 26. In step S111, the hydraulic pressure corresponding to the engagement critical torque to the hydraulic pressure corresponding to 1.2 times the engagement critical torque is within the predetermined time TIMER7. Set to increase. The predetermined time TIMER7 is set according to the type of speed change and friction engagement element.
[0136]
In step S112, the engagement side command pressure Pc9 is

Here, as shown in FIG. 37, Rmp-Tr2 is a coefficient that changes at a constant speed from 0 to 1.0 within a predetermined time TIMER7. When the coefficient Rmp-Tr2 is 0, Pc9 = Pc8, and in the inertia phase. The hydraulic pressure is increased within a predetermined time TIMER7 until Pc9 = K2 * Tt * Tr-c * 1.2 + Prtn-c + K2 * Tr-c * (Tinr * HOSEI-VSP).
[0137]
When the predetermined time TIMER7 has elapsed, the command pressure on the fastening side is set to the maximum pressure from Pc9 = K2 × Tt × Tr-c × 1.2 + Prtn-c + K2 × Tr-c × (Tinr × HOSEI-VSP). Step up to.
[Brief description of the drawings]
FIG. 1 is a diagram showing a transmission mechanism of an automatic transmission according to an embodiment.
FIG. 2 is a diagram showing a correlation between a combination of engagement states of friction engagement elements in the speed change mechanism and a gear position;
FIG. 3 is a system diagram showing a control system of the automatic transmission.
FIG. 4 is a time chart showing a state of shifting by changing friction engagement elements in the embodiment.
FIG. 5 is a flowchart showing a state of switching shift control of friction engagement elements in the embodiment.
FIG. 6 is a flowchart showing preparation phase processing for a release-side frictional engagement element.
FIG. 7 is a flowchart showing a release initial hydraulic pressure calculation in a preparation phase process of a release side frictional engagement element.
FIG. 8 is a flowchart showing sharing ratio ramp control in the preparation phase processing of the disengagement side frictional engagement element.
FIG. 9 is a flowchart showing input shaft torque learning in a release-side frictional engagement element preparation phase process;
FIG. 10 is a flowchart showing sharing ratio ramp learning in the release-side frictional engagement element preparation phase process;
FIG. 11 is a flowchart showing a preparation phase process of the engagement side frictional engagement element.
FIG. 12 is a flowchart showing torque phase processing of a release side frictional engagement element.
FIG. 13 is a flowchart showing torque sharing ratio holding control in torque phase processing of the release side frictional engagement element.
FIG. 14 is a flowchart showing release torque correction control in torque phase processing of the release side frictional engagement element.
FIG. 15 is a flowchart showing torque phase processing of the engagement side frictional engagement element.
FIG. 16 is a flowchart showing preparatory hydraulic control in torque phase processing of the engagement side frictional engagement element.
FIG. 17 is a flowchart showing a sharing ratio ramp control in a torque phase process of the engagement side frictional engagement element.
FIG. 18 is a flowchart showing idling correction control in torque phase processing of the engagement-side frictional engagement element.
FIG. 19 is a flowchart showing hydraulic pressure correction during transition in the torque phase process of the engagement-side frictional engagement element.
FIG. 20 is a flowchart showing inertia phase processing of the disengagement side frictional engagement element.
FIG. 21 is a flowchart showing inertia phase processing of the engagement side frictional engagement element.
FIG. 22 is a flowchart showing basic control in inertia phase processing of the engagement side frictional engagement element;
FIG. 23 is a flowchart showing rotation F / B control in inertia phase processing of the engagement-side frictional engagement element.
FIG. 24 is a flowchart showing end phase processing of a disengagement side frictional engagement element.
FIG. 25 is a flowchart showing end phase processing of the engagement side frictional engagement element.
FIG. 26 is a flowchart showing details of an end phase process of the engagement side frictional engagement element.
FIG. 27 is a diagram showing a change characteristic of a margin in the preparation phase process of the release side frictional engagement element.
FIG. 28 is a diagram showing a comparison of margin variation characteristics in preparatory phase processing of the release side frictional engagement element before and after learning of an estimation error.
FIG. 29 is a diagram showing a correlation between a margin for occurrence of idling and a correction coefficient for input shaft torque.
FIG. 30 is a diagram showing the characteristics of the idling correction torque in the disengagement side frictional engagement element.
FIG. 31 is a diagram showing a hydraulic pressure ramp characteristic in preparatory hydraulic pressure control in the engagement side frictional engagement element;
FIG. 32 is a diagram showing a change characteristic of a margin in the share ratio ramp control in the engagement side frictional engagement element;
FIG. 33 is a diagram showing the characteristics of the idling correction torque in the engagement side frictional engagement element.
FIG. 34 is a diagram showing a correlation between a shift time and an inertia torque.
FIG. 35 is a diagram showing a correction coefficient according to the vehicle speed of the inertia torque.
FIG. 36 is a diagram showing a correlation between a target shift time and a target gear ratio.
FIG. 37 is a diagram illustrating a ramp characteristic of hydraulic pressure in an end phase on the fastening side.
[Explanation of symbols]
DESCRIPTION OF SYMBOLS 1 ... Torque converter 2 ... Transmission mechanism 11 ... Solenoid valve unit 12 ... A / T controller 13 ... A / T oil temperature sensor 14 ... Accelerator opening sensor 15 ... Vehicle speed sensor 16 ... Turbine rotation sensor 17 ... Engine rotation sensor 18 ... Air flow Meter 20 ... Engine G1, G2 ... Planetary gear H / C ... High clutch R / C ... Reverse clutch L / C ... Low clutch 2 & 4 / B ... 2-speed / 4-speed band brake L & R / B ... Low & reverse brake

Claims (6)

A shift control device for an automatic transmission configured to perform a shift by changing friction engagement elements that simultaneously perform engagement control and release control of different friction engagement elements,
From the start of the upshift torque phase until the change direction of the input shaft rotational speed of the transmission is reversed, the engagement hydraulic pressure of the engagement side frictional engagement element is increased and corrected as the change speed increases. The automatic transmission is characterized in that the engagement hydraulic pressure of the disengagement side frictional engagement element is corrected to be reduced as the change speed increases from the time when the change direction of the input shaft rotation speed is reversed to the end of the torque phase. Gear shift control device. The change speed of the input shaft rotational speed, a shift control system for an automatic transmission according to claim 1, wherein the converting rate of change in gear ratio. 3. The automatic operation according to claim 1, wherein the engagement hydraulic pressure of the disengagement side frictional engagement element is maintained near the critical pressure from the start of the torque phase until the direction of change of the input shaft rotation speed is reversed. A transmission control device for a transmission. From the reversal of the direction of change of the input shaft rotational speed to the end of the torque phase, the engagement hydraulic pressure near the critical pressure is set as the basic pressure of the disengagement side frictional engagement element, and the basic pressure is increased as the change speed increases. The shift control apparatus for an automatic transmission according to any one of claims 1 to 3, wherein the pressure reduction correction is further performed. A shift control device for an automatic transmission configured to perform a shift by changing friction engagement elements that simultaneously perform engagement control and release control of different friction engagement elements,
From the start of the upshift torque phase until the direction of change of the input shaft rotational speed of the transmission is reversed, the release side and the engagement side are further promoted to further promote the degree of advancement of the engagement side relative to the progress of the release control. And at least one of the engagement hydraulic pressures according to the change speed of the input shaft rotation speed ,
In order to further promote the degree of relative progress of the disengagement side with respect to the progress of the engagement control from when the direction of change of the input shaft rotation speed is reversed until the end of the torque phase, at least one of the disengagement side and the engagement side A shift control apparatus for an automatic transmission , wherein the engagement hydraulic pressure is corrected according to the change speed . The engagement hydraulic pressure at the time of shifting in the disengagement side and engagement side frictional engagement elements is calculated based on the estimated value of the input shaft torque, the critical torque ratio, and the margin, and the estimated value of the input shaft torque is calculated. , shift control system for an automatic transmission according to any one of claims 1 to 5, characterized in that the correction based on the change rate.

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