JP4023395B2 - Select shock reduction device for automatic transmission - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention is an apparatus for reducing a selection shock that occurs when a driver switches the selection range of an automatic transmission from a parking / stopping range to a traveling range, and in particular, to reduce the selection shock by engine torque correction. The present invention relates to a select shock reduction device for an automatic transmission.
[0002]
[Prior art]
Regardless of whether the automatic transmission is a stepped automatic transmission or a continuously variable automatic transmission, the driver moves the manual lever to the forward automatic shift (D) range or reverse drive (R) range according to the desired driving mode. In addition, by operating to a position corresponding to the parking (P) range or the stopping (N) range, a desired traveling mode (including parking and stopping) can be realized under oil path switching control by a manual valve.
[0003]
By the way, when switching from the non-travel (P, N) range to the travel (D, R) range, the automatic transmission is switched from the neutral state in which the corresponding friction element for starting is engaged and power transmission is not performed to the power transmission possible state. As the friction element is fastened, a so-called select shock is generated by the rotation inertia when the rotating member that has been rotated by the dragging of the torque converter is stopped.
Various devices have been proposed in the past to reduce this select shock.
[0004]
Here, if a driving operation such as depressing the accelerator pedal is performed immediately after the switching operation from the non-traveling range to the traveling range (immediately after the selection operation), the engine is blown before the start frictional element is engaged. When the rotation member is raised and the starting frictional element is fastened, a larger select shock than the above is generated.
However, the conventional general select shock reducing device does not reduce even a large select shock in such a case, but requires another countermeasure.
[0005]
Therefore, conventionally, as described in Patent Document 1, even if the accelerator pedal is depressed immediately after the selection operation, the engine torque is reduced below a value corresponding to the accelerator pedal depression amount, and the above-mentioned another selection is performed by the engine torque correction. It was proposed to take measures against shocks.
Incidentally, Patent Document 1 shows that the engine torque reduction correction is performed based on the transmission output torque after the selection operation, the inertia torque due to the engine rotation change at the time of selection, and the torque ratio of the torque converter.
[0006]
[Patent Document 1]
JP-A-6-101512
[0007]
[Problems to be solved by the invention]
By the way, the select shock reduction device when the accelerator pedal is depressed described in Patent Document 1 will be described below when the operating pressure Pc of the starting frictional element rises as specified as illustrated by the solid line in FIGS. 4 and 5. In this way, when the accelerator pedal is depressed as intended, the select shock can be reduced.
[0008]
FIG. 4 shows the selection when the N-> D range switching operation (N-> D selection operation) is performed at the instant t1, and the accelerator opening APO is increased stepwise from 0 by stepping on the accelerator pedal immediately after t2. Shows shock reduction action, and the engine throttle opening TVO is made smaller than the value corresponding to the accelerator opening APO as shown by the broken line, and the engine torque Te is corrected to be lower than the accelerator opening equivalent value shown by the solid line, and the broken line It will be as shown in.
At this time, if the operating pressure Pc of the starting friction element increases as specified as shown by the solid line, the transmission input rotational speed Nt and the transmission output torque To can be changed over time as shown by the broken lines, respectively. Select shock reduction effect can be achieved when the pedal is depressed.
[0009]
However, the operating pressure Pc of the starting frictional element may not rise as prescribed due to changes in the traveling environment such as temperature, and the shelf pressure may be generated earlier or later. In this case, the following explanation will be given. If you depress the accelerator pedal as intended, you will not be able to achieve the select shock reduction effect.
For example, the operating pressure Pc of the starting frictional element rises with a delay from the regulation indicated by the solid line as exemplified by the one-dot chain line in FIG. When the starting frictional element is delayed, the transmission input rotational speed Nt temporarily rises as shown by the alternate long and short dash line, and the rotational step becomes large. As a result of the engagement of the starting frictional element being performed at a high operating pressure after the shelf pressure, the transmission output torque To changes with time as shown by the alternate long and short dash line, and as a result, the peak torque is increased by ΔTo. It is not possible to achieve the effect of reducing the select shock when stepping on.
[0010]
FIG. 5 shows the effect of reducing the select shock when the N → D selection operation is performed at the instant t1, and the accelerator opening APO is increased stepwise from 0 at the time t2, and the throttle opening TVO of the engine is increased. As shown by the broken line, the engine torque Te is corrected to be lower than the value corresponding to the accelerator opening shown by the solid line by making it smaller than the value corresponding to the accelerator opening APO, and the result is shown by the broken line.
At this time, if the operating pressure Pc of the starting friction element increases as specified as shown by the solid line, the transmission input rotational speed Nt and the transmission output torque To can be changed over time as shown by the broken lines, respectively. Select shock reduction effect can be achieved when the pedal is depressed.
The time chart of this operation is exactly the same as in FIG.
[0011]
By the way, the working pressure Pc of the starting frictional element does not become the specified shelf pressure level as shown by the solid line in FIG. 5 due to the operating conditions of the pump, individual differences, changes over time of the shift control hydraulic circuit, and the like. As indicated by the alternate long and short dash line, it may become lower or as indicated by the alternate long and two short dashes line. In this case, as described below, the effect of reducing the select shock when the accelerator pedal is depressed cannot be achieved.
[0012]
When the shelf pressure level of the operating pressure Pc of the starting friction element is lower than the standard pressure indicated by the solid line as shown by the one-dot chain line in FIG. 5, the transmission input rotational speed Nt is one point due to insufficient fastening capacity of the starting friction element. As shown by the chain line, it temporarily rises to increase the rotational step, and due to the large rotational step, and the fastening of the starting friction element is performed at a high operating pressure after the shelf pressure, As shown in the alternate long and short dash line, the transmission output torque To changes with time and increases the peak torque by ΔTo. As a result, the effect of reducing the select shock when the accelerator pedal is depressed cannot be achieved as intended.
[0013]
On the other hand, when the shelf pressure level of the operating pressure Pc of the starting friction element is lower than that specified by the solid line as shown by a two-dot chain line in FIG. Nt suddenly decreases as shown by the two-dot chain line, and the transmission output torque To has a large initial peak torque as shown by the two-dot chain line, and achieves the effect of reducing the select shock when the accelerator pedal is depressed. I can't.
[0014]
In the present invention, even when the shelf pressure generation timing of the operating pressure Pc deviates from a specified one as shown in FIG. 4 or the shelf pressure level of the operating pressure Pc does not reach a specified height as shown in FIG. It is an object of the present invention to propose a select shock reducing device for an automatic transmission that can achieve a select shock reducing effect when the accelerator pedal is depressed.
[0015]
[Means for Solving the Problems]
  For this purpose, the automatic shock select shock reducing device according to the present invention is as described in claim 1.
  For automatic transmissions that reduce the selection shock when the accelerator pedal is depressed immediately after switching from the parking / stopping range to the traveling range (select shock when the accelerator pedal is depressed) by correcting the torque of the engine: Means are provided.
  One is target input rotational dynamic characteristic setting means, and the other is engine torque correction means.
  The former target input rotational dynamic characteristic setting means is used for the automatic transmission required to reduce the select shock.Target input rotational accelerationSet.
  The latter engine torque correction means is the actual transmission of the automatic transmission.Input rotational accelerationIs thisTarget input rotational accelerationThe torque correction of the engine is performed so as to match.
[0016]
【The invention's effect】
According to the present invention having such a configuration, the engine torque correction for the select shock when the accelerator pedal is depressed is performed so that the actual input rotational speed change of the automatic transmission matches the target dynamic characteristic necessary for reducing the select shock.
Due to the difference in shelf pressure generation timing described above with reference to FIG. 4 and the variation in shelf pressure level described above with reference to FIG. 5, it is possible to reliably match the change in transmission input rotational speed with the target dynamic characteristics for reducing the select shock ( 4 and 5, it is possible to compensate for the time-series change indicated by the broken line of the transmission input rotational speed Nt), and the effect of reducing the select shock when the accelerator pedal is depressed can always be achieved as intended.
[0017]
DETAILED DESCRIPTION OF THE INVENTION
Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.
FIG. 1 shows a power train of a vehicle equipped with a select shock reduction device for an automatic transmission according to an embodiment of the present invention, together with its control system, 1 is an engine, and 2 is an automatic transmission including a continuously variable transmission. Thus, the power train of the vehicle is configured by these tandem couplings.
[0018]
The engine 1 includes an accelerator pedal 3 operated by a driver, a throttle valve 4, a throttle actuator 5, and an engine controller 6.
The throttle opening of the throttle valve 4 is basically electronically controlled by the engine controller 6 via the throttle actuator 5 to an opening corresponding to the depression amount (accelerator opening) APO of the accelerator pedal 3, and the engine 1 is subjected to such throttle. It is assumed that the output is adjusted through the opening degree control of the valve 4.
Therefore, the throttle valve 4 can be controlled by the engine controller 6 even if the throttle valve 4 is in accordance with factors other than the accelerator opening APO, so that the engine output torque can be adjusted as described later for reducing the select shock.
[0019]
The engine controller 6 not only performs the throttle opening control by the throttle actuator 5 described above, but also performs normal engine control such as ignition timing control and fuel injection amount control of the engine 1. In addition to the signal from the accelerator opening sensor 7 that detects the accelerator opening APO, the signal from the engine rotation sensor 8 that detects the engine speed Ne is also input.
In the throttle opening control, the engine controller 6 mainly sets the throttle to be targeted based on the accelerator opening APO and on the basis of an engine torque command value Td described later supplied from the transmission controller 15 for reducing the select shock. The opening TVO is determined and supplied to the throttle actuator 5.
[0020]
The output of the engine 1 is input to the automatic transmission 2 through the torque converter T / C, and the automatic transmission 2 shifts the input rotation at a gear ratio corresponding to the selected shift speed and directs it to a drive wheel (not shown). To do.
The automatic transmission 2 includes a frictional element for speed change such as a hydraulically operated clutch and a hydraulically operated brake that determine a power transmission path (selected shift stage) of a gear transmission system (a friction element for a previous start and a friction element for a subsequent start). Therefore, the hydraulic pressure duty solenoids 12, 13, and 14 corresponding to the number of the friction elements for shifting are added to the control valve 11 for shifting control. Is provided.
These hydraulic fluid duty solenoids 12, 13, and 14 individually control the hydraulic fluid pressure of the corresponding friction elements, and selectively engage the friction elements to operate the automatic transmission 2 at a predetermined gear position. Allow it to be selected.
[0021]
The drive duty of the duty solenoids 12, 13, and 14 is determined by the transmission controller 15, and the transmission controller 15 receives the throttle opening (TVO) signal from the sensors 7 and 8 via the engine controller 6 and In addition to inputting the engine speed (Ne) signal, the engine controller 6 inputs a signal related to the actual engine torque (Te) obtained from the internal information, and further detects the input speed Nt of the automatic transmission 2. It operates when the signal from the sensor 16, the signal from the vehicle speed sensor 17 for detecting the output speed (vehicle speed VSP) of the automatic transmission 2, and the driver commands the selected range (P, R, N, D). A signal Sr from the inhibitor switch 19 for detecting the operation position of the manual lever 18 is input.
[0022]
The transmission controller 15 performs shift control of the automatic transmission 2 based on the above-described input information, and obtains an engine torque command value Td for reducing a select shock targeted by the present invention and supplies it to the engine controller 6.
[0023]
First, to explain the former shift control, the transmission controller 15 executes a known control program (not shown) to control the shift of the automatic transmission 2 as follows.
That is, a gear stage suitable for the current operating state is obtained from the vehicle speed VSP and the throttle opening TVO based on a planned shift pattern (not shown).
If the preferred shift speed matches the currently selected shift speed, the drive duty of the duty solenoids 12, 13, 14 is maintained as it is by not issuing a shift command not to perform a shift. The current selected gear position is maintained.
However, if the currently selected shift speed is different from the preferred shift speed, a shift command is issued to change the drive duty of the corresponding duty solenoids 12, 13, and 14, thereby shifting from the selected shift speed to the preferred shift speed. The release of the friction element for shifting and the fastening switching are executed.
[0024]
Next, to explain the calculation process of the engine shock command value Td for reducing the select shock, the transmission controller 15 executes the control program shown in FIG. 2 to calculate the engine torque command value Td for reducing the select shock.
First, in step S1, whether or not there has been a switching operation (select operation) from the parking / stopping (P, N) range to the traveling (D, R) range based on the change of the signal Sr, and the vehicle speed VSP is determined to stop. It is determined whether or not the vehicle speed is below a very small set vehicle speed VSPs.
In step S1, when it is determined that there is no (P, N) → (D, R) select operation, or when it is determined that the vehicle is traveling at a vehicle speed VSP ≧ VSPs, the control is not required because a select shock mitigation measure is unnecessary. Is terminated as it is.
[0025]
When it is determined in step S1 that (P, N) → (D, R) select operation is being performed and the vehicle speed VSP <VSPs is stopped, select shock reduction measures are necessary. An engine torque command value Td for reducing the select shock is calculated.
First, in step S2, the engagement capacity (transmittable torque) estimated value Tc of the starting friction element, and the target input rotational acceleration ω of the automatic transmission 2 required for reducing the select shock determined as described later._rdFrom this, this target input rotational acceleration ω_rdFeedforward required engine torque T to reduce select shock necessary to achieve_FFIs calculated.
[0026]
Here, if it is assumed that the rotational inertia related to the turbine of the torque converter T / C (the rotating portion coupled to the input shaft of the transmission 2) is It and the gear ratio is r, the transmission input to be stopped at the time of the above selection. Inert torque of the rotating part connected to the shaft (It × ω_rd) Is the feedforward required engine torque T for reducing select shock_FFIs equal to the value obtained by subtracting the product of the gear ratio r and the estimated value Tc of the engagement capacity (transmittable torque) of the starting friction element,
(It × ω_rd) = T_FF-(R x Tc)
The equation of motion of
T_FF= (It × ω_rd) + (R × Tc)
Calculate the feedforward required engine torque T to reduce the select shock by calculating_FFCan be sought.
[0027]
On the other hand, in step S3, the speed ratio e (= Nt / Ne) of the torque converter T / C is calculated from the transmission input rotational speed Nt (torque converter output rotational speed) and the engine rotational speed Ne (torque converter input rotational speed). To do.
Next, in step S4, a set speed ratio e for determining that the selection operation has been started by starting engagement of the starting friction element.₁And the torque converter speed ratio e, e <e₁It is checked whether or not the selection operation has started, and the elapsed time (selection operation time) after the start of the selection operation is a predetermined time (target selection operation time) Δt required for reducing the select shock._rCheck if it is shorter than.
[0028]
In step S4, e <e₁After the start of the select operation, and the select operation time <Δt_rControl proceeds to step S6.
In step S6, transmission input rotational acceleration (actual input rotational speed change) ω_tdAnd target transmission input rotational acceleration (target dynamic characteristics related to input rotational speed change) ω_rdEnter.
Transmission input rotational acceleration (actual input rotational speed change) ω_tdIs obtained in step S5, and is obtained from the amount of change in the transmission input rotation speed Nt during a certain period.
[0029]
Target transmission input rotational acceleration (target dynamic characteristics related to input rotational speed change) ω_rdIs obtained in steps S7 and S8 as follows.
In step S7, e <e while monitoring the engine speed Ne.₁The engine speed Ne at the start of the select operation_FBRemember as.
In step S8 corresponding to the target input rotational dynamic characteristic setting means, the target selection operation time Δt_rAnd engine speed Ne at the start of select operation_FBTo target transmission input rotational acceleration ω_rdThe
ω_rd= (Ne_FB× 2π / 60) / Δt_r
This target transmission input rotational acceleration ω_rdIs used for the calculation in step S2 and supplied to step S6.
[0030]
Here, the target transmission input rotational acceleration ω obtained from the above equation_rdIs the engine speed Ne at the select operation start instant t3 as shown by a two-dot chain line in FIG._FBThe higher the value, the larger the engine speed Ne at the start of select operation._FBRegardless of whether or not the target select operation time Δt for reducing the select shock from the start of the select operation t3_rAt the instant t4 when the transmission elapses, the transmission input rotation speed change rate for the transmission input rotation speed Nt to be the rotation speed after the selection operation, that is, the selection operation time target selection operation time Δt for reducing the selection shock._rThis means the transmission input rotation speed change rate for achieving the above.
[0031]
In step S6, transmission input rotational acceleration (actual input rotational speed change) ω_tdAnd target transmission input rotational acceleration (target dynamic characteristics related to input rotational speed change) ω_rdThe input rotational acceleration deviation Δω between_rd−ω_tdCalculate by
In step S9, the PI controller (P is proportional control, I is integral control) is used to set the input rotational acceleration deviation Δω to 0, that is, the transmission input rotational acceleration (actual input rotational speed change) ω._tdThe target transmission input rotational acceleration (target dynamic characteristics related to input rotational speed change) ω_rdEngine torque feedback control amount T required to match_FBAsk for.
[0032]
In step S10 corresponding to the engine torque correcting means, the feedforward request engine torque T for reducing the select shock obtained in step S2 is obtained._FFAnd the engine torque feedback control amount T obtained in step S9._FBThe engine torque command value Td (= T_FF+ T_FB)
The engine torque command value Td for reducing the select shock is output to the engine controller 6 as shown in FIG. 1, and the engine torque command value Td is achieved by throttle opening (TVO) control.
In step S11, the select operation time is a target select operation time Δt for reducing the select shock._rIt is checked whether or not the above has been reached, and whether or not the transmission input rotational speed Nt has become less than the set value Nts for determining the selection operation end.
In step S11, the select operation time is Δt._rUntil it is determined that the above has been indicated or until it is determined that Nt <Nts, the selection operation has not yet been completed, so control returns to step S10 and the engine torque command value Td for reducing the select shock. (= T_FF+ T_FB) Will continue to be output.
[0033]
In step S11, the select operation time Δt_rAfter determining that the above has been shown, or after determining that Nt <Nts, the selection operation should be terminated or has been completed. The command value Td is stored as the engine torque command value Ted at the end of the select operation.
In step S13, the engine torque command value Td is increased from the engine torque command value Ted at the end of the selection operation to a maximum engine torque value Temax corresponding to the accelerator opening APO at a constant time change rate ΔTeu and gradually increased in this way. By outputting the engine torque command value Td to the engine controller 6 as shown in FIG. 1, the engine torque command value Td is achieved through throttle opening (TVO) control.
[0034]
When the engine torque command value Td as described above is obtained by the control program shown in FIG. 2 and used for engine torque correction for reducing the select shock, the operation time chart is as shown in FIG.
FIG. 3 shows the selection when the N → D range switching operation (N → D selection operation) is performed at the instant t1, and the accelerator opening APO is increased stepwise from 0 by stepping on the accelerator pedal immediately after t2. Shows shock reduction.
Before the instant t3 when the starting frictional element starts to be engaged and the select operation is started, the feedforward required engine torque T is indicated as indicated by the broken line of the engine throttle opening TVO._FFNo opening corresponding to, and smaller than the value corresponding to the accelerator opening APO.
As a result, the engine torque Te is corrected to be lower than the value corresponding to the accelerator opening shown by the solid line, and becomes as shown by the broken line.
[0035]
After the selection operation start instant t3, the engine throttle opening TVO is equal to the feedforward required engine torque T._FFAnd feedback control amount T_FBIs set to an opening corresponding to the sum of the values.
By the way, feedback control amount T_FBIs the engine speed Ne at the start of the select operation._FBRegardless of the selection operation time, the target selection operation time Δt for reducing the select shock_rTarget transmission input rotational acceleration (target dynamic characteristics) ω_rdActual transmission input rotational acceleration (actual dynamic characteristics) ω_tdSince this is the engine torque correction amount required to match the two, the following effects can be obtained.
[0036]
In other words, the shelf pressure level of the starting frictional element operating pressure Pc varies as shown by the solid line, the level indicated by the one-dot chain line, the level indicated by the two-dot chain line, and the change over time in the engine speed Ne is indicated by the solid line or If different, as indicated by the alternate long and short dashed lines, the engine speed Ne at the start of the select operation_FBAs shown in FIGS. 4 and 5, the selection shock reduction effect as planned cannot be expected.
However, in the present embodiment, the engine speed Ne at the start of the select operation due to the variation in the shelf pressure level of the operating pressure Pc in this way._FBEven if there is a variation, the transmission input rotational acceleration becomes obvious from the time-series change of the transmission input rotational speed Nt by the correction shown by the solid line of the engine torque Te, the one-dot chain line, or the two-dot chain line. (Actual dynamic characteristics) ω_tdThe target transmission input rotational acceleration (target dynamic characteristics) ω for select shock reduction_rdThe selection operation time is made to follow the target selection operation time Δt._rCan match.
Therefore, when the shelf pressure level of the operating pressure Pc varies as indicated by a solid line, a one-dot chain line, or a two-dot chain line, a transmission output torque To solid line, a one-dot chain line, or a two-dot chain time series As is apparent from the change, in any case, the transmission output torque To does not have a large peak torque, and the effect of reducing the select shock when the accelerator pedal is depressed can always be achieved as intended.
[0037]
In addition, if the shelf pressure level of the operating pressure Pc is low (or the shelf pressure is delayed), the transmission input rotational speed Nt rapidly increases due to insufficient fastening capacity of the starting friction element, that is, the transmission input rotational acceleration. ω_tdIs the target acceleration ω_rdIf it is larger than the above, the torque correction of the engine is performed in the direction of increasing the torque, so that the above-mentioned select shock reduction effect can be achieved, and the starting frictional element does not proceed with the fastening until the durability is lowered. The problem can be avoided.
Conversely, when the shelf pressure level of the operating pressure Pc is high (or when the shelf pressure is generated early), the transmission input rotational speed Nt suddenly decreases due to excessive engagement capacity of the starting friction element, that is, the transmission input rotational acceleration. ω_tdIs the target acceleration ω_rdIf the absolute value comparison is larger than this, the torque correction of the engine is performed in the direction of increasing torque, so that the above-mentioned select shock mitigation effect can be achieved, and the problem that engine stall occurs due to sudden engagement of the starting friction element. It can be avoided.
[0038]
As in the present embodiment, the speed ratio e of the torque converter T / C is set to the set value e at the select operation start time t3.₁If it is configured to detect when it is less than,
Since the change in the speed ratio e of the torque converter occurs due to the start of engagement of the starting friction element, it is possible to accurately detect the start time t3 of the select operation started by the start of engagement of the starting friction element. Input rotational acceleration ω_tdAnd target acceleration ω_rdThe engine torque feedback control according to the deviation can be reliably timed at the start timing (selection operation start timing) of the starting friction element, so that the above-described effects can be further ensured.
[0039]
In step S11 in FIG. 2, when the selection operation end determination is made, even if the condition of Nt <Nts is not satisfied, the selection operation time Δt necessary for reducing the selection shock is required._rIf the above is indicated, the target selection operation time Δt is determined by determining the end of the selection operation._rSince the engine torque feedback control for reducing the select shock described above is performed only in the engine, this target select operation time Δt_rThe adverse effect that the engine torque feedback control for reducing the select shock is performed in vain can be eliminated.
[0040]
In the above-described embodiment, the automatic transmission 2 directly controls the hydraulic fluid pressure to be supplied to the speed change friction element (including the front start friction element and the rear start friction element). I explained the case where it is dynamic,
The automatic transmission 2 is not limited to this. For example, the line pressure is used as a source pressure, and this is supplied to the selected friction element under the switching control by the shift control valve to adjust the hydraulic pressure control of the friction element. It may be an automatic transmission of the type that is achieved through line pressure control using a pressure valve, an accumulator, or the like, and the above-described idea of the present invention can be similarly applied to such an automatic transmission.
[Brief description of the drawings]
FIG. 1 is a system diagram showing a power train of a vehicle including a select shock reduction device for an automatic transmission according to an embodiment of the present invention, together with its control system.
FIG. 2 is a flowchart showing a control program for obtaining an engine torque command value for reducing a select shock, which is to be executed when the transmission controller performs a selection operation from the non-traveling range to the traveling range in the embodiment;
FIG. 3 is a time chart showing a select shock reduction operation by engine torque correction control using an engine torque command value for reducing the select shock.
FIG. 4 is a time chart showing the select shock reduction operation of the conventional device when the shelf pressure of the starting frictional element operating pressure is delayed.
FIG. 5 is a time chart showing the select shock reduction operation of the conventional device when the shelf pressure level of the starting frictional element operating pressure is low and when it is high.
[Explanation of symbols]
1 engine
2 Automatic transmission
3 Accelerator pedal
4 Throttle valve
5 Throttle actuator
6 Engine controller
7 Accelerator position sensor
8 Engine rotation sensor
11 Control valve
12 Duty solenoid
13 Duty solenoid
14 Duty solenoid
15 Transmission controller
16 Transmission input rotation sensor
17 Vehicle speed sensor
18 Inhibitor switch

Claims (6)

When the driver switches the selected range from the parking / stopped range to the traveling range, the selection is made when the accelerator pedal is depressed immediately after the range switching operation, when the start-up friction element is engaged and the power is transmitted from the neutral state. In an automatic transmission that reduces the shock by correcting the torque of the engine,
Target input rotational dynamic characteristic setting means for setting the target input rotational acceleration of the automatic transmission necessary for reducing the select shock;
A selection shock mitigation device for an automatic transmission comprising engine torque correction means for correcting torque of the engine so that an actual input rotational acceleration of the automatic transmission matches the target input rotational acceleration. . 2. The select shock reducing device according to claim 1 , wherein the engine torque correcting means performs torque correction of the engine in a torque increasing direction when an actual input rotational acceleration of the automatic transmission is steeper than a target input rotational acceleration. A selection shock mitigation device for an automatic transmission, wherein the engine torque correction is performed in the torque reduction direction when the actual input rotational acceleration of the automatic transmission is slower than the target input rotational acceleration . Oite the select shock reduction apparatus according to claim 1 or 2, wherein the target input rotational dynamics setting means sets the target input revolution acceleration, a large acceleration higher engine speed at the start of the select operation A select shock reduction device for an automatic transmission, characterized by being configured as described above. Oite the select shock reduction apparatus according to any one of claims 1 to 3, wherein the target input rotational dynamics setting means, required the target input revolution acceleration, for a select operating time of the select shock reduction A selection shock reducing device for an automatic transmission, characterized in that the acceleration is set to be a predetermined time. Oite the select shock reduction apparatus according to any one of claims 1 to 4, wherein the target input rotational dynamics setting means selecting operation start time to be the starting point of the target input revolution acceleration and,
Select operation start time point at which the engine torque correction means should start torque correction of the engine,
A selection shock mitigation device for an automatic transmission, characterized in that the torque converter speed ratio between the engine and the automatic transmission is determined to be less than a set value. Oite the select shock reduction apparatus according to claim 5, after the select operation start time, by being configured so as to only perform the torque correction of the engine within a predetermined selected operation time required for the select shock reduction Select shock reduction device for automatic transmission characterized by

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