JP4983819B2 - Powertrain control device, control method, program for realizing the method, and recording medium recording the program - Google Patents

Description

  The present invention relates to a power train control device, a control method, a program for realizing the method, and a recording medium on which the program is recorded, and in particular, a drive source that is connected to an automatic transmission and increases output torque during downshifting. The present invention relates to a technology for controlling a power train provided with

  Conventionally, a vehicle equipped with an automatic transmission in which a plurality of gear stages are formed by selectively engaging a plurality of friction engagement elements is known. In such a vehicle, a gear stage is formed according to the combination of friction engagement elements to be engaged. Therefore, a downshift or an upshift is performed by bringing the friction engagement element in the engaged state into the released state and bringing the other friction engagement element in the released state into the engaged state.

  In such an automatic transmission, the torque that can be transmitted by the frictional engagement element temporarily decreases during a shift. Therefore, there is a case where the output torque of the automatic transmission once decreases and then increases stepwise as the shift proceeds. When the output torque increases stepwise, a shock occurs. In order to reduce such a shock, there is a technique for increasing the output torque of the drive source, that is, the input torque of the automatic transmission during the shift, and suppressing the decrease in the output torque.

  Japanese Patent Laying-Open No. 2004-316838 (Patent Document 1) discloses a shift control device for an automatic transmission in which torque of a power source such as an engine is increased in order to proceed with a shift as scheduled. The shift control device described in Patent Document 1 includes an upper limit value calculation unit that obtains a torque upper limit value of a power source that can be generated during a shift, and a power source torque that is generated by the power source when the torque is increased. When determining that the power source torque exceeds the upper limit value based on the signals from the power source torque calculation section that is sometimes required and the shift command, the upper limit is the target engagement pressure of the friction element for speed change that should change state during the shift The fastening pressure setting unit that is set based on the value, the torque control unit that controls the power source so that the output torque becomes the upper limit value during the shift when the power source torque exceeds the upper limit value, and the power source torque reaches the upper limit value. When exceeding, a fastening control unit for controlling the frictional element for shifting during shifting so that the fastening pressure becomes the target fastening pressure is included. When it is determined that the power source torque exceeds the upper limit value during the downshift, the engagement pressure lowering speed of the friction element (friction engagement element) to be changed from the engaged state (engaged state) to the released state is the power source torque upper limit value. Is set based on The friction element is controlled so that the fastening pressure decreases at the target fastening pressure reduction rate.

  According to the speed change control device described in this publication, a shortage of torque increase due to the upper limit value is compensated by correcting the engagement pressure of the speed change friction element. As a result, the output torque step immediately after the torque phase during shifting can be reliably absorbed and reduced. Therefore, it is possible to guarantee a sufficient countermeasure for shift shock.

JP 2004-316838 A

  As a shift control device described in Japanese Patent Application Laid-Open No. 2004-316838, the torque capacity (engagement force) of the frictional engagement element is gradually reduced during the shift even when the torque is increased during the shift. In some cases, it is impossible to prevent the output torque of the automatic transmission from decreasing during the inertia phase of the downshift. Therefore, the output torque of the automatic transmission changes stepwise at the time of transition from the inertia phase to the torque phase, and the output torque during the shift can fluctuate greatly to generate a shock.

  The present invention has been made to solve the above-described problems, and an object of the present invention is to control a power train that can reduce a shock that may occur at the time of shifting, a control method, and a program for realizing the method. And a recording medium on which the program is recorded.

  According to a first aspect of the present invention, there is provided a power train control device including: an automatic transmission that downshifts from a first gear stage to a second gear stage by releasing a friction engagement element that is in an engaged state; A power train control device including a drive source connected to a transmission and having an output torque increased during a downshift of the automatic transmission. The control device includes means for controlling the friction engagement element so as to start the inertia phase by gradually decreasing the torque capacity of the friction engagement element at the time of downshift, and the rate of change in the rotational speed of the rotating member of the automatic transmission. And means for stopping the gradual decrease of the torque capacity of the friction engagement element when at least one of the change rate of the transmission ratio reaches a predetermined value. The power train control method according to the sixth invention has the same requirements as those of the power train control device according to the first invention.

  According to the first or sixth invention, the torque capacity of the friction engagement element that is brought into the released state from the engaged state at the time of downshift is gradually reduced to start the inertia phase. When at least one of the rate of change of the rotational speed of the rotating member (for example, the input shaft) of the automatic transmission and the rate of change of the transmission ratio reaches a predetermined value, the torque capacity of the friction engagement element is gradually reduced. Is canceled. Thereby, it is possible to prevent the torque capacity of the friction engagement element from decreasing more than necessary. Therefore, the torque transmitted to the output shaft during the inertia phase does not decrease, and the fluctuation of the output torque of the automatic transmission at the time of transition from the inertia phase to the torque phase can be reduced. As a result, it is possible to provide a power train control device or control method that can reduce a shock that may occur during gear shifting.

  In addition to the configuration of the first invention, the control apparatus for the power train according to the second aspect of the invention further includes a friction engagement element according to the input torque of the automatic transmission after the gradual reduction of the torque capacity of the friction engagement element is stopped. The torque of the friction engagement element is controlled so that at least one of the rate of change of the rotational speed of the rotating member of the automatic transmission and the rate of change of the gear ratio is maintained at a predetermined value. Further comprising means for controlling the capacity. The power train control method according to the seventh invention has the same requirements as those of the power train control device according to the second invention.

  According to the second or seventh invention, after the gradual decrease of the torque capacity of the friction engagement element is stopped, the torque capacity of the friction engagement element is controlled according to the input torque of the automatic transmission, and the automatic transmission The torque capacity of the friction engagement element is controlled so that at least one of the rate of change of the rotational speed of the rotating member and the rate of change of the transmission ratio is maintained at a predetermined value. Thereby, it is possible to prevent the torque capacity of the friction engagement element from being excessive or insufficient with respect to the input torque of the automatic transmission. Further, it is possible to prevent the torque capacity of the friction engagement element from being lowered more than necessary. Therefore, the torque transmitted to the output shaft during the inertia phase does not decrease, and the fluctuation of the output torque of the automatic transmission at the time of transition from the inertia phase to the torque phase can be reduced. As a result, it is possible to reduce a shock that may occur at the time of shifting.

  According to a third aspect of the present invention, there is provided a control device for a power train, wherein the first frictional engagement element in the engaged state is released and the second frictional engagement element in the released state is engaged. Control of a power train comprising an automatic transmission that downshifts from one gear stage to a second gear stage, and a drive source that is coupled to the automatic transmission and that increases the output torque during downshifting of the automatic transmission. Device. This control device controls the power train so that the rotational speed of the input shaft of the automatic transmission is greater than the synchronous rotational speed of the second gear stage within a predetermined range during the downshift inertia phase. And the first friction when the rotational speed of the input shaft of the automatic transmission becomes larger than the synchronous rotational speed of the second gear stage within a predetermined range during the inertia phase of the downshift. A means for controlling the torque capacity of the second friction engagement element to gradually increase as the torque capacity of the engagement element gradually decreases, and after the rotational speed of the input shaft has decreased to the synchronous rotational speed, Means for controlling the amount of increase in the output torque to begin to decrease. The power train control method according to the eighth invention has the same requirements as those of the power train control device according to the third invention.

  According to the third or eighth aspect of the invention, during the inertia phase of the downshift, the rotational speed of the input shaft of the automatic transmission is larger than the synchronous rotational speed of the second gear stage within a predetermined range. The power train is controlled. During the downshift inertia phase, when the rotational speed of the input shaft of the automatic transmission becomes larger than the synchronous rotational speed of the second gear stage within a predetermined range, the engaged state is released during the downshift. The torque capacity of the first friction engagement element that is set to be reduced is gradually decreased, and the torque capacity of the second friction engagement element that is changed from the released state to the engaged state is gradually increased. As a result, the torque capacity of the first friction engagement element is gradually decreased and the torque of the second friction engagement element is increased in a state where the rotation speed of the input shaft of the automatic transmission is larger than the synchronous rotation speed of the second gear stage. By gradually increasing the capacity, the rotational speed of the input shaft can be reduced to the synchronous rotational speed. Decreasing the rotational speed of the input shaft to the synchronous rotational speed has better controllability than increasing the rotational speed of the input shaft to the synchronous rotational speed. Therefore, the rotational speed of the input shaft can be smoothly reduced to the synchronous rotational speed, and the fluctuation of the output torque of the automatic transmission during the shift can be reduced. Furthermore, after the rotational speed of the input shaft decreases to the synchronous rotational speed, the amount of increase in the output torque of the drive source is controlled to start decreasing. Thereby, after the gradual decrease of the torque capacity of the first friction engagement element and the gradual increase of the torque capacity of the second friction engagement element are started, until the rotation speed of the input shaft decreases to the synchronous rotation speed, That is, at the end of the inertia phase, only the torque capacity of the two friction engagement elements can be changed without changing the output torque of the drive source. Changing only the torque capacity of the two friction engagement elements has better controllability than changing the output torque of the drive source in addition to the torque capacity of the two friction engagement elements. Therefore, fluctuations in the output torque of the automatic transmission can be reduced. As a result, it is possible to provide a power train control device or control method that can reduce a shock that may occur during gear shifting.

  According to a fourth aspect of the present invention, there is provided a powertrain control device configured to bring the first frictional engagement element in the engaged state into the released state and bring the second frictional engagement element in the released state into the engaged state. Control of a power train comprising an automatic transmission that downshifts from one gear stage to a second gear stage, and a drive source that is coupled to the automatic transmission and that increases the output torque during downshifting of the automatic transmission. Device. This control device has a relationship in which the output torque of the automatic transmission at the end of the downshift inertia phase and the output torque of the automatic transmission at the start of the torque phase are the same, and the first frictional engagement during the inertia phase. Means for controlling the torque capacity of the coupling element to gradually decrease and the torque capacity of the second friction engagement element to gradually increase is included. The power train control method according to the ninth aspect has the same requirements as those of the power train control apparatus according to the fourth aspect.

  According to the fourth or ninth invention, the output torque of the automatic transmission at the end of the inertia phase is the same as the output torque of the automatic transmission at the start of the torque phase, so that the first The torque capacity of the friction engagement element is gradually reduced and the torque capacity of the second friction engagement element is gradually increased. Thereby, the output torque of an automatic transmission can be continuously connected at the time of a transition from an inertia phase to a torque phase. Therefore, it is possible to reduce fluctuations in the output torque of the automatic transmission when shifting from the inertia phase to the torque phase. As a result, it is possible to provide a power train control device or control method that can reduce a shock that may occur during gear shifting.

  According to a fifth aspect of the present invention, there is provided a power train control device including: an automatic transmission that downshifts from a first gear stage to a second gear stage by releasing a friction engagement element that is in an engaged state; A power train control device including a drive source connected to a transmission and having an output torque increased during a downshift of the automatic transmission. The control device includes a means for controlling the decrease in the increase amount of the output torque of the drive source and the decrease in the torque capacity of the friction engagement element in the downshift torque phase, Means for controlling the decrease in the increase amount of the output torque of the drive source and the decrease in the torque capacity of the friction engagement element in the torque phase to be completed synchronously. The power train control method according to the tenth invention has the same requirements as those of the power train control device according to the fifth invention.

  According to the fifth or tenth invention, in the torque phase of the downshift, the decrease in the increase amount of the output torque of the drive source and the decrease in the torque capacity of the friction engagement element start in synchronization. Similarly, the decrease in the increase amount of the output torque of the drive source and the decrease in the torque capacity of the friction engagement element are completed synchronously in the torque phase of the downshift. Thereby, in the torque phase, it is possible to prevent the torque capacity of the friction engagement element from becoming large or insufficient with respect to the output torque of the drive source, that is, the input torque of the automatic transmission. Therefore, fluctuations in the output torque of the automatic transmission can be reduced. As a result, it is possible to provide a power train control device or control method that can reduce a shock that may occur during gear shifting.

  A program according to an eleventh aspect of the invention is a program for causing a computer to implement the control method according to any of the sixth to tenth aspects, and a recording medium according to the twelfth aspect of the invention is any one of the sixth to tenth aspects. It is a computer-readable recording medium which recorded the program which makes a computer implement | achieve this control method.

  According to the eleventh or twelfth invention, the power train control method according to any of the sixth to tenth inventions can be realized using a computer (which may be general purpose or dedicated).

It is a schematic block diagram which shows the power train of a vehicle. It is a skeleton figure which shows the planetary gear unit of an automatic transmission. It is a figure which shows the operation | movement table | surface of an automatic transmission. It is a figure which shows the hydraulic circuit of an automatic transmission. It is a functional block diagram of ECU. It is a figure which shows a shift map. It is a figure which shows the relationship between the input torque Tt of an automatic transmission, and torque capacity Tch. It is a figure which shows the relationship between torque capacity Tcl and torque capacity Tch. It is a flowchart which shows the control structure of the program which ECU performs. It is a timing chart which shows changes, such as torque capacity.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. In the following description, the same parts are denoted by the same reference numerals. Their names and functions are also the same. Therefore, detailed description thereof will not be repeated.

  A vehicle equipped with a control device according to an embodiment of the present invention will be described with reference to FIG. This vehicle is an FR (Front engine Rear drive) vehicle. A vehicle other than FR may be used.

  The vehicle includes an engine 1000, an automatic transmission 2000, a torque converter 2100, a planetary gear unit 3000 that forms part of the automatic transmission 2000, a hydraulic circuit 4000 that forms part of the automatic transmission 2000, a propeller shaft 5000, A differential gear 6000, a rear wheel 7000, and an ECU (Electronic Control Unit) 8000 are included.

  In the present embodiment, the power train includes an engine 1000 and an automatic transmission 2000. The control device according to the present embodiment is realized by executing a program recorded in a ROM (Read Only Memory) 8002 of ECU 8000, for example.

  Engine 1000 is an internal combustion engine that burns a mixture of fuel and air injected from injector 1002 in a combustion chamber of a cylinder. The piston in the cylinder is pushed down by the combustion, and the crankshaft is rotated. The auxiliary power 1004 such as an alternator and an air conditioner is driven by the driving force of the engine 1000. A motor may be used as a power source instead of or in addition to engine 1000.

  Automatic transmission 2000 is connected to engine 1000 via torque converter 2100. Automatic transmission 2000 changes the rotational speed of the crankshaft to a desired rotational speed by forming a desired gear stage.

  The driving force output from automatic transmission 2000 is transmitted to left and right rear wheels 7000 via propeller shaft 5000 and differential gear 6000.

  The ECU 8000 includes a position switch 8006 for the shift lever 8004, an accelerator opening sensor 8010 for the accelerator pedal 8008, a pedaling force sensor 8014 for the brake pedal 8012, a throttle opening sensor 8018 for the electronic throttle valve 8016, and an engine speed sensor 8020. The input shaft rotation speed sensor 8022, the output shaft rotation speed sensor 8024, the oil temperature sensor 8026, and the water temperature sensor 8028 are connected via a harness or the like.

  The position (position) of shift lever 8004 is detected by position switch 8006, and a signal representing the detection result is transmitted to ECU 8000. Corresponding to the position of the shift lever 8004, the gear stage of the automatic transmission 2000 is automatically formed. Further, a manual shift mode in which the driver can select an arbitrary gear stage may be selected according to the driver's operation.

  Accelerator opening sensor 8010 detects the opening of accelerator pedal 8008 and transmits a signal representing the detection result to ECU 8000. The pedaling force sensor 8014 detects the pedaling force of the brake pedal 8012 (the force with which the driver steps on the brake pedal 8012), and transmits a signal representing the detection result to the ECU 8000.

  Throttle opening sensor 8018 detects the opening of electronic throttle valve 8016 whose opening is adjusted by the actuator, and transmits a signal representing the detection result to ECU 8000. Electronic throttle valve 8016 adjusts the amount of air taken into engine 1000 (output of engine 1000).

  Instead of or in addition to the electronic throttle valve 8016, the amount of air drawn into the engine 1000 can be reduced by changing the lift amount of the intake valve (not shown) or the exhaust valve (not shown) and the opening / closing phase. You may make it adjust.

  Engine rotation speed sensor 8020 detects the rotation speed of the output shaft (crankshaft) of engine 1000 and transmits a signal representing the detection result to ECU 8000. Input shaft rotational speed sensor 8022 detects input shaft rotational speed NI of automatic transmission 2000 (turbine rotational speed NT of torque converter 2100), and transmits a signal representing the detection result to ECU 8000. Output shaft rotation speed sensor 8024 detects output shaft rotation speed NO of automatic transmission 2000 and transmits a signal representing the detection result to ECU 8000.

  Oil temperature sensor 8026 detects the temperature (oil temperature) of oil (ATF: Automatic Transmission Fluid) used for the operation and lubrication of automatic transmission 2000, and transmits a signal representing the detection result to ECU 8000.

  Water temperature sensor 8028 detects the temperature (water temperature) of cooling water for engine 1000 and transmits a signal representing the detection result to ECU 8000.

  The ECU 8000 includes a position switch 8006, an accelerator opening sensor 8010, a pedal effort sensor 8014, a throttle opening sensor 8018, an engine rotation speed sensor 8020, an input shaft rotation speed sensor 8022, an output shaft rotation speed sensor 8024, an oil temperature sensor 8026, and a water temperature sensor. Based on a signal sent from 8028 or the like, a map stored in the ROM 8002, and a program, the devices are controlled so that the vehicle is in a desired running state.

  In the present embodiment, ECU 8000 has the forward 1st to 8th gears when the shift lever 8004 is in the D (drive) position and the D (drive) range is selected as the shift range of automatic transmission 2000. Automatic transmission 2000 is controlled so that one of these gears is formed. The automatic transmission 2000 can transmit a driving force to the rear wheel 7000 by forming any one of the first to eighth forward gears. In the D range, it may be possible to form a higher gear than the eighth gear. The gear stage to be formed is determined based on a shift diagram created in advance by experiments or the like using the vehicle speed and the accelerator opening as parameters.

  As shown in FIG. 1, ECU 8000 includes an engine ECU 8100 that controls engine 1000 and an ECT (Electronic Controlled Transmission) _ECU 8200 that controls automatic transmission 2000.

  Engine ECU 8100 and ECT_ECU 8200 are configured to be able to transmit and receive signals to and from each other. In the present embodiment, engine ECU 8100 transmits a signal representing the accelerator opening to ECT_ECU 8200. ECT_ECU 8200 transmits to engine ECU 8100 a signal representing a torque request amount determined as torque to be output by engine 1000.

  The planetary gear unit 3000 will be described with reference to FIG. Planetary gear unit 3000 is connected to a torque converter 2100 having an input shaft 2102 coupled to the crankshaft.

  The planetary gear unit 3000 includes a front planetary 3100, a rear planetary 3200, a C1 clutch 3301, a C2 clutch 3302, a C3 clutch 3303, a C4 clutch 3304, a B1 brake 3311, a B2 brake 3312, and a one-way clutch (F). 3320.

  The front planetary 3100 is a double pinion type planetary gear mechanism. Front planetary 3100 includes a first sun gear (S1) 3102, a pair of first pinion gears (P1) 3104, a carrier (CA) 3106, and a ring gear (R) 3108.

  The first pinion gear (P1) 3104 meshes with the first sun gear (S1) 3102 and the first ring gear (R) 3108. The first carrier (CA) 3106 supports the first pinion gear (P1) 3104 so that it can revolve and rotate.

  First sun gear (S1) 3102 is fixed to gear case 3400 so as not to rotate. First carrier (CA) 3106 is coupled to input shaft 3002 of planetary gear unit 3000.

  The rear planetary 3200 is a Ravigneaux type planetary gear mechanism. The rear planetary 3200 includes a second sun gear (S2) 3202, a second pinion gear (P2) 3204, a rear carrier (RCA) 3206, a rear ring gear (RR) 3208, a third sun gear (S3) 3210, a third Pinion gear (P3) 3212.

  Second pinion gear (P2) 3204 meshes with second sun gear (S2) 3202, rear ring gear (RR) 3208, and third pinion gear (P3) 3212. Third pinion gear (P3) 3212 meshes with third sun gear (S3) 3210 in addition to second pinion gear (P2) 3204.

  The rear carrier (RCA) 3206 supports the second pinion gear (P2) 3204 and the third pinion gear (P3) 3212 so that they can revolve and rotate. Rear carrier (RCA) 3206 is coupled to one-way clutch (F) 3320. The rear carrier (RCA) 3206 becomes non-rotatable when driving the first gear (when traveling using the driving force output from the engine 1000). Rear ring gear (RR) 3208 is coupled to output shaft 3004 of planetary gear unit 3000.

  The one-way clutch (F) 3320 is provided in parallel with the B2 brake 3312. That is, the outer race of the one-way clutch (F) 3320 is fixed to the gear case 3400, and the inner race is connected to the rear carrier (RCA) 3206.

  FIG. 3 shows an operation table showing the relationship between each gear position and the operation state of each clutch and each brake. By operating the brakes and the clutches in the combinations shown in the operation table, a forward 1st to 8th gear and a reverse 1st and 2nd gear are formed.

  The main part of the hydraulic circuit 4000 will be described with reference to FIG. The hydraulic circuit 4000 is not limited to the one described below.

  The hydraulic circuit 4000 includes an oil pump 4004, a primary regulator valve 4006, a manual valve 4100, a solenoid modulator valve 4200, an SL1 linear solenoid (hereinafter referred to as SL (1)) 4210, and an SL2 linear solenoid (hereinafter referred to as “the solenoid valve”). SL2 (described as SL (4)) 4220, SL3 linear solenoid (hereinafter referred to as SL (3)) 4230, SL4 linear solenoid (hereinafter referred to as SL (4)) 4240, and SL5 linear solenoid (hereinafter referred to as SL (3)). , SL (5)) 4250, SLT linear solenoid (hereinafter referred to as SLT) 4300, and B2 control valve 4500.

  Oil pump 4004 is connected to the crankshaft of engine 1000. As the crankshaft rotates, the oil pump 4004 is driven to generate hydraulic pressure. The hydraulic pressure generated by the oil pump 4004 is regulated by the primary regulator valve 4006 to generate a line pressure.

  Primary regulator valve 4006 operates using the throttle pressure regulated by SLT 4300 as a pilot pressure. The line pressure is supplied to the manual valve 4100 via the line pressure oil passage 4010.

  Manual valve 4100 includes a drain port 4105. From the drain port 4105, the oil pressure in the D range pressure oil passage 4102 and the R range pressure oil passage 4104 is discharged. When the spool of the manual valve 4100 is in the D position, the line pressure oil passage 4010 and the D range pressure oil passage 4102 are communicated, and hydraulic pressure is supplied to the D range pressure oil passage 4102. At this time, the R range pressure oil passage 4104 and the drain port 4105 are communicated, and the R range pressure of the R range pressure oil passage 4104 is discharged from the drain port 4105.

  When the spool of the manual valve 4100 is in the R position, the line pressure oil passage 4010 and the R range pressure oil passage 4104 are communicated, and the oil pressure is supplied to the R range pressure oil passage 4104. At this time, the D range pressure oil passage 4102 and the drain port 4105 are communicated, and the D range pressure in the D range pressure oil passage 4102 is discharged from the drain port 4105.

  When the spool of the manual valve 4100 is in the N position, both the D range pressure oil passage 4102 and the R range pressure oil passage 4104 are connected to the drain port 4105, and the D range pressure and R of the D range pressure oil passage 4102 are communicated. The R range pressure of the range pressure oil passage 4104 is discharged from the drain port 4105.

  The hydraulic pressure supplied to the D range pressure oil path 4102 is finally supplied to the C1 clutch 3301, the C2 clutch 3302, and the C3 clutch 3303. The hydraulic pressure supplied to the R range pressure oil passage 4104 is finally supplied to the B2 brake 3312.

  The solenoid modulator valve 4200 adjusts the hydraulic pressure (solenoid modulator pressure) supplied to the SLT 4300 to a constant pressure using the line pressure as the original pressure.

  SL (1) 4210 regulates the hydraulic pressure supplied to the C1 clutch 3301. SL (2) 4220 regulates the hydraulic pressure supplied to C2 clutch 3302. SL (3) 4230 regulates the hydraulic pressure supplied to the C3 clutch 3303. SL (4) 4240 regulates the hydraulic pressure supplied to C4 clutch 3304. SL (5) 4250 regulates the hydraulic pressure supplied to the B1 brake 3311.

  The SLT 4300 adjusts the solenoid modulator pressure in accordance with a control signal from the ECU 8000 based on the accelerator opening detected by the accelerator opening sensor 8010, and generates a throttle pressure. The throttle pressure is supplied to the primary regulator valve 4006 via the SLT oil passage 4302. The throttle pressure is used as a pilot pressure for the primary regulator valve 4006.

  SL (1) 4210, SL (2) 4220, SL (3) 4230, SL (4) 4240, SL (5) 4250, and SLT 4300 are controlled by a control signal transmitted from ECU 8000.

  The B2 control valve 4500 selectively supplies hydraulic pressure from one of the D range pressure oil passage 4102 and the R range pressure oil passage 4104 to the B2 brake 3312. A D range pressure oil passage 4102 and an R range pressure oil passage 4104 are connected to the B2 control valve 4500. The B2 control valve 4500 is controlled by the hydraulic pressure supplied from the SLU solenoid valve (not shown) and the biasing force of the spring.

  When the SLU solenoid valve is on, the B2 control valve 4500 is in the state on the left side in FIG. In this case, the B2 brake 3312 is supplied with the hydraulic pressure adjusted from the D range pressure using the hydraulic pressure supplied from the SLU solenoid valve as a pilot pressure.

  When the SLU solenoid valve is off, the B2 control valve 4500 is in the state on the right side in FIG. In this case, the R range pressure is supplied to the B2 brake 3312.

  The ECU 8000 will be further described with reference to FIG. The functions of ECU 8000 described below may be realized by hardware or may be realized by software.

  Engine ECU 8100 of ECU 8000 includes a torque control unit 8110. The torque control unit 8110 receives the torque request amount output from the ECT_ECU 8200, and the throttle opening of the electronic throttle valve 8016 and the ignition timing by the ignition plug so that the torque corresponding to the torque request amount is output from the engine 1000. To control.

  The ECT_ECU 8200 of the ECU 8000 includes a torque request unit 8202, a vehicle speed detection unit 8204, a shift determination unit 8206, a first gradual decrease unit 8208, a torque increase request unit 8210, a change rate determination unit 8212, a gradual decrease stop unit 8214, A torque capacity control unit 8216, a rotational speed determination unit 8218, a gradual increase unit 8220, a second gradual decrease unit 8222, a synchronization determination unit 8224, a rapid increase unit 8226, a torque gradual decrease unit 8228, and a third gradual decrease unit 8230 Including.

  Torque requesting unit 8202 sets a torque request amount that is a torque required for engine 1000 based on the accelerator opening and the like.

  The vehicle speed detection unit 8204 calculates (detects) the vehicle speed from the output shaft rotational speed NO of the automatic transmission 2000.

  As shown in FIG. 6, the shift determination unit 8206 determines whether to perform an upshift or a downshift according to a shift diagram with the vehicle speed and the accelerator opening as parameters. In the shift diagram, an upshift line and a downshift line are set for each type of shift (combination of the gear stage before the shift and the gear stage after the shift).

  When it is determined that the first gradual decrease unit 8208 performs a downshift, the torque capacity (torque that the frictional engagement element can transmit) Tch of the frictional engagement element that is brought into the released state from the engaged state by the downshift decreases. Control to do.

  For example, as shown in FIG. 7, the torque capacity Tch suddenly decreases to a predetermined value Tch (1) and gradually decreases (decreases at a predetermined decrease rate) after a predetermined time elapses. Controlled to start the inertia phase. Note that Tch (2) in FIG. 7 indicates the torque capacity Tch after being gradually reduced.

  When it is determined that a downshift is to be performed, torque up requesting unit 8210 sets a requested torque up amount in addition to the torque required amount determined from the accelerator opening or the like. The torque required for engine 1000 is increased by the set torque increase amount.

  Change rate determination unit 8212 determines whether or not the change rate of input shaft rotation speed NI of automatic transmission 2000 in the inertia phase has reached a predetermined target change rate ΔN (1).

  The gradual reduction stopping unit 8214 is a friction engagement element that is brought into the released state from the engaged state by downshifting when the change rate of the input shaft rotational speed NI of the automatic transmission 2000 in the inertia phase reaches the target change rate ΔN (1). The gradual decrease of the torque capacity Tch is stopped.

  After stopping the gradual decrease of the torque capacity Tch of the friction engagement element, the torque capacity control unit 8216 follows the predetermined map and, as shown by a one-dot chain line in FIG. 7, according to the input torque Tt of the automatic transmission 2000, The torque capacity Tch of the friction engagement element brought into the released state from the engaged state by the downshift is controlled.

  Further, as shown by a two-dot chain line in FIG. 7, the torque capacity control unit 8216 maintains the torque capacity so as to maintain the change rate of the input shaft rotational speed NI of the automatic transmission 2000 in the inertia phase at the target change rate ΔN (1). Tch is controlled.

  For example, when the rate of change of input shaft rotational speed NI of automatic transmission 2000 is greater than target rate of change ΔN (1), torque capacity Tch is increased. When the rate of change of the input shaft rotational speed NI is smaller than the target rate of change ΔN (1), the torque capacity Tch is reduced. Note that ΔTch (2) in FIG. 7 indicates the correction amount of the torque capacity Tch when maintaining the change rate of the input shaft rotational speed NI at the target change rate ΔN (1).

  As a method for calculating the input torque Tt of automatic transmission 2000, a well-known general technique may be used. Therefore, detailed description thereof will not be repeated here. Further, instead of the input torque Tt of automatic transmission 2000, the output torque of engine 1000 may be used.

  Rotational speed determination unit 8218 determines whether or not the input shaft rotational speed NI of automatic transmission 2000 has become larger in a predetermined range than the synchronous rotational speed of the gear stage after the downshift during the inertia phase. To do.

  In the present embodiment, the state where the input shaft rotational speed NI is larger than the synchronous rotational speed in a predetermined range is, for example, that the input shaft rotational speed NI is larger than the synchronous rotational speed and the synchronous rotational speed and the threshold value. It means a state that is less than or equal to the sum of A (1). The threshold value A (1) is a positive value.

  When the input shaft rotational speed NI of the automatic transmission 2000 becomes larger in a predetermined range than the synchronous rotational speed of the gear stage after the downshift during the inertia phase, the gradual increase unit 8220 is released from the released state by the downshift. Control is performed so that the torque capacity Tcl of the friction engagement element to be engaged is gradually increased (increased at a predetermined increase rate). For example, the torque capacity Tcl of the friction engagement element that is brought into the engaged state from the released state by the downshift is increased by a predetermined value at each control end.

  When the input shaft rotational speed NI of the automatic transmission 2000 becomes larger in a predetermined range than the synchronous rotational speed of the gear stage after the downshift during the inertia phase, the second gradual decrease unit 8222 The torque capacity Tch of the frictional engagement element that is brought into the released state from the engaged state by the downshift is gradually reduced so as to be the torque capacity Tch determined in (1).

Tch = k (1) × Tt−k (2) × Tcl (1)
Note that “k (1)” and “k (2)” in Equation (1) are constants determined for each gear train.

  The output torque To of the automatic transmission 2000 in the downshift inertia phase is calculated by the following equation (2).

To = k (3) × Tch + k (4) × Tcl (2)
Note that “k (3)” and “k (4)” in Equation (2) are constants determined for each gear train.

  The output torque To of the automatic transmission 2000 in the downshift torque phase is calculated by the following equation (3).

To = k (5) × Tt−k (6) × Tch (3)
Note that “k (5)” and “k (6)” in Equation (3) are constants determined for each gear train.

  Assuming that the output torque To in the equations (2) and (3) is equal, the following equation (4) is obtained.

k (3) × Tch + k (4) × Tcl = k (5) × Tt−k (6) × Tch (4)
By modifying this equation (4), the above-described equation (1) is obtained.

  Accordingly, the frictional engagement element that is brought into the released state from the engaged state by the downshift has a relationship in which the output torque To of the automatic transmission 2000 at the end of the inertia phase is the same as the output torque To at the start of the torque phase. While the torque capacity Tch is gradually reduced, the torque capacity Tcl of the friction engagement element that is brought into the engaged state from the released state is gradually increased.

  As a result, the torque capacity Tcl of the frictional engagement element brought into the engaged state from the released state by the downshift and the torque capacity Tch of the frictional engagement element brought into the released state from the engaged state are as shown in FIG. It changes with the relationship.

  Synchronization determination unit 8224 determines whether or not input shaft rotational speed NI of automatic transmission 2000 is synchronized with the synchronous rotational speed of the gear stage after the downshift. For example, when the difference between the input shaft rotational speed NI and the synchronous rotational speed is equal to or less than the threshold value A (2), it is determined that the input shaft rotational speed NI and the synchronous rotational speed are synchronized. The threshold value A (2) is a positive value and is smaller than the threshold value A (1).

  When it is determined that the input shaft rotational speed NI and the synchronous rotational speed are synchronized with each other, the rapid increase unit 8226 performs control so that the torque capacity Tcl of the friction engagement element brought into the engaged state from the released state by the downshift increases rapidly. To do.

  When it is determined that the input shaft rotation speed NI and the synchronous rotation speed are synchronized, the torque gradually decreasing unit 8228 gradually decreases the torque increase amount (starts gradually decreasing the torque increase amount). That is, the torque required for engine 1000 is gradually reduced.

  When it is determined that the input shaft rotation speed NI and the synchronous rotation speed are synchronized, the third gradual decrease unit 8230 performs a downshift so as to synchronize with the start and completion of the gradual decrease of the torque increase amount (engine output torque). The torque capacity Tch of the friction engagement element that is changed from the engaged state to the released state is gradually decreased.

  That is, in the torque phase of the downshift, a gradual decrease in the torque increase amount of engine 1000 and a decrease in torque capacity Tch are started synchronously (at the same timing). Similarly, in the downshift torque phase, the gradual decrease in the torque increase amount of engine 1000 and the decrease in torque capacity Tch are completed synchronously (at the same timing).

  With reference to FIG. 9, a control structure of a program executed by ECU 8000 which is the control apparatus according to the present embodiment will be described. Note that the program described below is repeatedly executed at a predetermined cycle.

  In step (hereinafter step is abbreviated as S) 100, ECU 8000 determines whether or not a shift determination has been made. If a shift determination is made (YES in S100), the process proceeds to S102. Otherwise (NO in S100), this process ends.

  In S102, ECU 8000 determines whether or not to perform a power-on downshift (downshift due to an increase in accelerator opening). When performing a power-on downshift (YES in S102), the process proceeds to S104. Otherwise (NO in S102), this process ends.

  In S104, ECU 8000 calculates maximum output torque Tem that engine 1000 can output at current engine rotation speed Ne and turbine torque Ttm at that time. Here, the maximum output torque Tem means the output torque when the throttle opening is fully opened. Turbine torque Ttm is calculated from output torque Tem of engine 1000. Since a known general method may be used as a method for calculating the turbine torque Ttm, detailed description thereof will not be repeated here. In S106, ECU 8000 increases the torque of engine 1000.

  In S108, ECU 8000 sets a target shift time tshift in the inertia phase. The target shift time tshift is set according to a map having, for example, the type of shift (combination of gear stages before and after the shift) and the vehicle speed as parameters. Note that the method of setting the target shift time tshift is not limited to this.

  In S110, ECU 8000 calculates target change rate ΔN (1). The target change rate ΔN (1) is calculated from the following equation (5).

ΔN (1) = (N (2) −N (1)) / tshift (5)
Note that “N (2)” in Expression (5) is the input shaft rotational speed NI (synchronous rotational speed) of the automatic transmission 2000 at the gear stage after the shift (after the downshift). “N (1)” is the input shaft rotational speed NI at the gear stage before the shift.

  In S112, ECU 8000 calculates an expected value Tche of torque capacity Tch of the friction engagement element that is brought into the released state from the engaged state by downshifting. The expected value Tche is calculated from the following equation (6).

Tche = (Ttm−I × ΔN (1)) / k (7) (6)
“I” in equation (6) is a constant representing the inertia of the input system of automatic transmission 2000. “K (7)” is a constant determined for each gear train.

  In S114, ECU 8000 calculates an expected value Pche of the hydraulic pressure supplied to the friction engagement element that is brought into the released state from the engaged state by downshifting. The expected value Pche is calculated from the following equation (7).

Pche = (Tche / μ / r + W) (7)
Note that “μ” in Equation (7) is a friction coefficient of the piston of the friction engagement element. “R” is the radius of the piston of the frictional engagement element. “W” is the return load after moving the piston.

  In S116, as shown in FIG. 7 described above, ECU 8000 suddenly decreases the torque capacity Tch of the friction engagement element that is brought into the released state from the engaged state by the downshift to a predetermined value Tch (1). Then, after a predetermined time has elapsed, control is performed such that the inertia phase is gradually decreased and the inertia phase is started.

  Returning to FIG. 9, in S118, ECU 8000 maintains the hydraulic pressure Pcl supplied to the friction engagement element that is brought into the engaged state from the released state by the downshift to a value that does not generate torque capacity.

  In S120, ECU 8000 determines whether or not the frictional engagement element that is brought into the released state from the engaged state by the downshift has started to slide. Whether or not the friction engagement element has started to slide is determined, for example, based on whether or not the input shaft rotational speed NI of the automatic transmission 2000 has changed. When the friction engagement element starts to slide (YES in S120), the process proceeds to S122. If not (NO in S120), the process returns to S104.

  In S122, ECU 8000 determines whether or not the rate of change of input shaft rotational speed NI of automatic transmission 2000 has reached target rate of change ΔN (1). When the rate of change of input shaft rotational speed NI reaches target rate of change ΔN (1) (YES in S122), the process proceeds to S124. If not (NO in S122), the process returns to S104.

  In S124, ECU 8000 stops gradually decreasing torque capacity Tch of the friction engagement element that is brought into the released state from the engaged state by the downshift.

  In S126, ECU 8000 controls torque capacity Tch of the friction engagement element that is brought into the released state from the engaged state by the downshift in accordance with input torque Tt of automatic transmission 2000, and changes in input shaft rotational speed NI. The torque capacity Tch is controlled so that the rate is maintained at the target change rate ΔN (1).

  In S128, ECU 8000 determines whether or not input shaft rotational speed NI of automatic transmission 2000 has become larger in a predetermined range than the synchronous rotational speed of the gear stage after the downshift during inertia phase. To do. If input shaft rotational speed NI is greater than the synchronous rotational speed within a predetermined range (YES in S128), the process proceeds to S130. If not (NO in S128), the process returns to S126.

  In S130, ECU 8000 performs control so that torque capacity Tcl of the friction engagement element that is brought into the engaged state from the released state by the downshift is gradually increased. For example, the torque capacity Tcl of the friction engagement element that is brought into the engaged state from the released state by the downshift is increased by a predetermined value every predetermined cycle.

  In S132, ECU 8000 gradually decreases the torque capacity Tch of the friction engagement element brought into the released state from the engaged state by the downshift so that the torque capacity Tch determined in the above-described equation (1) is obtained.

  In S134, ECU 8000 determines whether or not input shaft rotational speed NI of automatic transmission 2000 and the synchronous rotational speed of the gear stage after the downshift are synchronized. When input shaft rotational speed NI and synchronous rotational speed are synchronized (YES in S134), the process proceeds to S136. If not (NO in S134), the process returns to S130.

  In S136, ECU 8000 performs control so that torque capacity Tcl of the friction engagement element that is brought into the engaged state from the released state by the downshift is rapidly increased.

  In S138, ECU 8000 gradually reduces the torque increase amount of engine 1000 (starts gradually decreasing the torque increase amount) so that the start and completion in the torque phase of the downshift are synchronized, and is engaged by the downshift. The torque capacity Tch of the friction engagement element that is released from is gradually reduced.

  The operation of ECU 8000 serving as the control device according to the present embodiment based on the structure and flowchart as described above will be described. Here, as shown in FIG. 10, a shift determination is made at time T (B) due to the accelerator opening increasing after time T (A) during traveling of the vehicle (YES at S100). ). When accelerator opening increases and shift determination is made, a power-on downshift is performed (YES in S102).

  In this case, the maximum output torque Tem that the engine 1000 can output at the current engine rotation speed Ne and the turbine torque Ttm at that time are calculated (S104). Further, the torque of engine 1000 is increased (S106).

  Further, the target shift time tshift in the inertia phase is set (S108). The target change rate ΔN (1) is calculated by the equation (5) using the target shift time (S110).

  The predicted value Tche of the torque capacity Tch of the friction engagement element that is brought into the released state from the engaged state by the downshift is calculated by the equation (6) using the target change rate ΔN (1) (S112). The predicted value Pche of the hydraulic pressure supplied to the friction engagement element that is changed from the engaged state to the released state by the downshift is calculated by the equation (7) using the predicted value Tche (S114).

  At the same time as the torque increase of engine 1000 is performed, the torque capacity Tch of the friction engagement element that is brought into the released state from the engaged state by the downshift rapidly decreases to a predetermined value Tch (1), and is determined in advance. After the elapse of time (time from T (C) to T (D) in FIG. 10), control is performed so as to gradually decrease and start the inertia phase (S116). At this time, the hydraulic pressure Pcl supplied to the friction engagement element brought into the engaged state from the released state by the downshift is maintained at a value that does not generate torque capacity (S118).

  At time T (E) in FIG. 10, when the frictional engagement element that is brought into the released state from the engaged state by the downshift starts to slip (YES in S120), the rate of change of input shaft rotational speed NI of automatic transmission 2000 is changed. It is determined whether or not the target change rate ΔN (1) has been reached (S122).

  At time T (F) in FIG. 10, when the rate of change of input shaft rotational speed NI reaches target rate of change ΔN (1) (YES in S122), the frictional engagement is changed from the engaged state to the released state by downshift. The gradual decrease of the torque capacity Tch of the combined element is stopped (S124).

  Thereby, it is possible to prevent the torque capacity Tch of the friction engagement element from decreasing more than necessary. Therefore, it is possible to prevent the output torque of automatic transmission 2000 from decreasing during the inertia phase. As a result, it is possible to reduce the fluctuation of the output torque during the transition from the inertia phase to the torque phase.

  After the gradual reduction is stopped, the torque capacity Tch of the friction engagement element is controlled according to the input torque Tt of the automatic transmission 2000, and the rate of change of the input shaft rotational speed NI becomes the target rate of change ΔN (1). The torque capacity Tch is controlled so as to be maintained (S126).

  Thereafter, the gear shift proceeds and, at time T (G) in FIG. 10, when the input shaft rotational speed NI of the automatic transmission 2000 becomes larger than the synchronous rotational speed in a predetermined range during the inertia phase (S128). YES), the torque capacity Tcl of the friction engagement element brought into the engaged state from the released state by the downshift is gradually increased (S130).

  At the same time, the torque capacity Tch of the friction engagement element that is brought into the released state from the engaged state by the downshift is gradually reduced so as to be the torque capacity Tch defined in the above-described equation (1) (S132).

  That is, the frictional engagement element that is brought into the released state from the engaged state by the downshift has a relationship such that the output torque To of the automatic transmission 2000 at the end of the inertia phase is the same as the output torque To at the start of the torque phase. While the torque capacity Tch is gradually reduced, the torque capacity Tcl of the friction engagement element that is brought into the engaged state from the released state is gradually increased.

  Thereby, the output torque To of the automatic transmission 2000 can be continuously connected at the time of transition from the inertia phase to the torque phase. For this reason, it is possible to reduce the fluctuation of the output torque To during the transition from the inertia phase to the torque phase.

  When input shaft rotational speed NI of automatic transmission 2000 is synchronized with the synchronous rotational speed at time T (H) in FIG. 10 (YES in S134), the frictional engagement element brought into the engaged state from the released state by the downshift. The torque capacity Tcl is controlled so as to increase rapidly (S136).

  Further, the torque increase amount of engine 1000 is gradually decreased (gradual decrease of torque increase amount is started) so that the start and completion in the torque phase are synchronized, and the engagement state is released from the engaged state by the downshift. The torque capacity Tch of the friction engagement element is gradually reduced (S138).

  That is, the torque increase amount is gradually decreased and the torque capacity Tch is gradually decreased so that the start is synchronized at time T (H) in FIG. 10 and the completion is synchronized at time T (I).

  Thereby, in the torque phase, the torque capacity Tch of the friction engagement element can be prevented from becoming larger or insufficient with respect to the output torque Te of the engine 1000, that is, the input torque Tt of the automatic transmission 2000. Therefore, fluctuations in the output torque of automatic transmission 2000 can be reduced.

  In addition, the torque capacity Tch of the frictional engagement element that is brought into the released state from the engaged state by the downshift is gradually reduced while the input shaft rotational speed NI is larger than the synchronous rotational speed within a predetermined range, The torque capacity Tcl of the friction engagement element brought into the engaged state from the released state is gradually increased, and the input shaft rotational speed NI is lowered to the synchronous rotational speed.

  Decreasing the input shaft rotational speed NI has better controllability than increasing it. Therefore, the input shaft rotational speed NI can be smoothly reduced to the synchronous rotational speed, and the fluctuation in the output torque To of the automatic transmission 2000 during the shift can be reduced.

  Further, when the input shaft rotation speed NI decreases to the synchronous rotation speed, the torque increase amount of the engine 1000 is gradually decreased. Thus, at the end of the inertia phase, only the torque capacity of the two friction engagement elements can be changed without changing the output torque of engine 1000.

  Changing only the torque capacity of the two friction engagement elements has better controllability than changing the output torque Te of the engine 1000 in addition to the torque capacity of the two friction engagement elements. Therefore, fluctuations in the output torque To of the automatic transmission 2000 can be reduced.

  As described above, according to the ECU that is the control device according to the present embodiment, when the rate of change of the input shaft rotational speed NI reaches the target rate of change ΔN (1), the engaged state is released from the engaged state due to the downshift. The gradual decrease of the torque capacity Tch of the friction engagement element to be performed is stopped. Thereby, it is possible to prevent the torque capacity Tch of the friction engagement element from decreasing. Therefore, it is possible to prevent the output torque of the automatic transmission from decreasing during the inertia phase. As a result, it is possible to reduce the fluctuation of the output torque during the transition from the inertia phase to the torque phase.

  Further, during the inertia phase, when the input shaft rotational speed NI of the automatic transmission becomes larger than the synchronous rotational speed in a predetermined range, the output torque To at the end of the inertia phase and the output torque To at the start of the torque phase Therefore, the torque capacity Tch of the frictional engagement element brought into the released state is gradually decreased, and the torque capacity Tcl of the frictional engagement element brought into the engaged state is gradually increased. Thereby, the output torque To can be continuously connected during the transition from the inertia phase to the torque phase. For this reason, it is possible to reduce the fluctuation of the output torque To during the transition from the inertia phase to the torque phase.

  Further, when the input shaft rotational speed NI of the automatic transmission is synchronized with the synchronous rotational speed, the torque increase amount of the engine is gradually decreased and the friction engagement is released so that the start and completion in the torque phase are synchronized. The torque capacity Tch of the element is gradually reduced. Thereby, in the torque phase, the torque capacity Tch of the friction engagement element can be prevented from becoming larger or insufficient with respect to the input torque Tt of the automatic transmission. Therefore, fluctuations in the output torque To of the automatic transmission can be reduced.

  Further, when the input shaft rotational speed NI is larger than the synchronous rotational speed within a predetermined range, the torque capacity Tch of the frictional engagement element to be released is gradually decreased, and the friction to be engaged is performed. The torque capacity Tcl of the engaging element gradually increases, and the input shaft rotational speed NI is reduced to the synchronous rotational speed. As a result, the input shaft rotational speed NI can be smoothly reduced to the synchronous rotational speed, and the fluctuation in the output torque To of the automatic transmission during the shift can be reduced.

  Further, when the input shaft rotation speed NI decreases to the synchronous rotation speed, the torque increase amount of the engine is gradually decreased. Thus, at the end of the inertia phase, only the torque capacity of the two friction engagement elements can be changed without changing the output torque of the engine. Thereby, the fluctuation | variation of the output torque To of an automatic transmission can be made small.

  When the rate of change of the input shaft rotational speed NI reaches the target rate of change ΔN (1), instead of stopping the gradual decrease in the torque capacity Tch of the friction engagement element that is brought into the released state from the engaged state by the downshift, When the change rate of the speed ratio reaches a predetermined target value, the gradual decrease of the torque capacity Tch may be stopped.

  Further, after stopping the gradual decrease of the torque capacity Tch, instead of controlling the torque capacity Tch so as to maintain the change rate of the input shaft rotational speed NI at the target change rate ΔN (1), the change rate of the speed ratio is set to the target value. You may make it maintain to. In these cases, the gear ratio may be calculated by dividing the output shaft rotational speed by the input shaft rotational speed NI.

  The embodiment disclosed this time should be considered as illustrative in all points and not restrictive. The scope of the present invention is defined by the terms of the claims, rather than the description above, and is intended to include any modifications within the scope and meaning equivalent to the terms of the claims.

  1000 Engine, 2000 Automatic transmission, 2100 Torque converter, 3000 Planetary gear unit, 3301 C1 clutch, 3302 C2 clutch, 3303 C3 clutch, 3304 C4 clutch, 3311 B1 brake, 3312 B2 brake, 4000 Hydraulic circuit, 8000 ECU, 8002 ROM, 8004 Shift lever, 8006 position switch, 8008 accelerator pedal, 8010 accelerator opening sensor, 8012 brake pedal, 8014 pedal force sensor, 8016 electronic throttle valve, 8018 throttle opening sensor, 8020 engine speed sensor, 8022 input shaft speed sensor, 8024 Output shaft rotation speed sensor, 8026 Oil temperature sensor, 8028 Water temperature sensor Sensor, 8100 engine ECU, 8110 torque control unit, 8200 ECT_ECU, 8202 torque request unit, 8204 vehicle speed detection unit, 8206 shift determination unit, 8208 first gradual decrease unit, 8210 torque increase request unit, 8212 change rate determination unit, 8214 gradual decrease stop Unit, 8216 torque capacity control unit, 8218 rotational speed determination unit, 8220 gradual increase unit, 8222 second gradual decrease unit, 8224 synchronization determination unit, 8226 rapid increase unit, 8228 torque gradual decrease unit, 8230 third gradual decrease unit.

Claims (4)

Downshift from the first gear to the second gear by bringing the first friction engagement element in the engaged state into the released state and the second friction engagement element in the released state into the engaged state A power train control device comprising: an automatic transmission that is connected to the automatic transmission; and a drive source that increases an output torque during a downshift of the automatic transmission,
The first friction engagement element during the inertia phase is such that the output torque of the automatic transmission at the end of the downshift inertia phase is the same as the output torque of the automatic transmission at the start of the torque phase. And a means for controlling the torque capacity of the second friction engagement element to gradually increase as the torque capacity of the second friction engagement element gradually increases. Downshift from the first gear to the second gear by bringing the first friction engagement element in the engaged state into the released state and the second friction engagement element in the released state into the engaged state A control method for a power train comprising: an automatic transmission that includes: an automatic transmission that is connected to the automatic transmission; and a drive source that increases an output torque during a downshift of the automatic transmission,
The first friction engagement element during the inertia phase is such that the output torque of the automatic transmission at the end of the downshift inertia phase is the same as the output torque of the automatic transmission at the start of the torque phase. And a control method of the power train, including a step of controlling the torque capacity of the second friction engagement element to gradually increase as the torque capacity of the second friction engagement element gradually increases.   The program which makes a computer implement | achieve the control method of Claim 2.   A computer-readable recording medium storing a program for causing a computer to implement the control method according to claim 2.

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