JP5062308B2 - Control device for automatic transmission for vehicle - Google Patents

Description

  The present invention relates to a control device for an automatic transmission for a vehicle, and more particularly, to an improvement for realizing a speed change with good response while suppressing turbine blowing at the time of speed change.

  A plurality of hydraulic engagement elements and a hydraulic control circuit for controlling the hydraulic pressure supplied to the plurality of hydraulic engagement elements are provided, and the shift response is changed according to a predetermined condition from a predetermined relationship. There is known a control device for an automatic transmission for a vehicle. For example, this is the control device for an automatic transmission for a vehicle described in Patent Document 1. According to this technique, in a manual shift mode in which a shift is performed in accordance with a driver's operation of a shift lever or the like, an accumulator corresponding to an engagement element related to the shift is obtained so that relatively quick shift response can be obtained. While the back pressure is controlled, in the automatic shift mode in which the shift is automatically performed according to the vehicle speed, the accelerator operation amount, and the like based on a predetermined relationship, a milder shift response is obtained than in the manual shift mode. Thus, the speed change response is changed according to the speed change mode so that the back pressure of the accumulator corresponding to the engagement element related to the speed change is controlled, and thereby the quick speed change response required for the manual speed change mode. Sex is obtained.

JP-A-9-79365 Japanese Patent Laid-Open No. 8-166058 JP 2000-213638 A JP 11-125330 A

  However, when performing a control that requires the responsiveness of the hydraulic pressure related to the gear shift, such as the high response gear shift in the conventional clutch-to-clutch shift as described above, the air in the hydraulic oil in the hydraulic control circuit There is a possibility that turbine blow may occur due to a delay in the response of the applied hydraulic pressure due to, for example, contamination of the engine. For this reason, there has been a demand for the development of a control device for an automatic transmission for a vehicle that realizes a speed change with a good response while suppressing turbine blowing during a speed change.

  The present invention has been made against the background of the above circumstances, and an object of the present invention is to provide a control device for an automatic transmission for a vehicle that realizes a shift with good response while suppressing turbine blowing during a shift. There is to do.

  In order to achieve such an object, the gist of the present invention includes a plurality of hydraulic engagement elements and a hydraulic control circuit that controls the hydraulic pressure supplied to the plurality of hydraulic engagement elements. A control device for an automatic transmission for a vehicle capable of changing a shift response according to a predetermined condition from a predetermined relationship, wherein the change of the shift response is determined by the hydraulic engagement element from the start of shift control The shift response is improved so that the engagement start or release start of the hydraulic engagement element and the engagement or release completion of the hydraulic engagement element can be completed quickly, and air is mixed into the hydraulic oil in the hydraulic control circuit. In this case, it is possible to suppress an increase in the shift response as compared with a case where air is not mixed in the hydraulic oil.

  According to this configuration, the plurality of hydraulic engagement elements and the hydraulic control circuit that controls the hydraulic pressure supplied to the plurality of hydraulic engagement elements are provided, and according to a predetermined condition based on a predetermined relationship. The automatic transmission control device for a vehicle is capable of changing the shift responsiveness by changing the shift responsiveness from the start of the shift control to the start of engagement or release of the hydraulic engagement element. If the air is mixed in the hydraulic fluid in the hydraulic control circuit, the hydraulic fluid is responsive to the shift response so that the engagement or disengagement of the type engagement element is completed quickly. Since the shift response is prevented from being increased compared with the case where no air is mixed, the air pressure is responsive to the hydraulic control circuit by the air mixed into the hydraulic oil. High response shift in low state By performing the control such as prohibiting, it is possible to suitably prevent the occurrence of blow turbine due to a delay of the hydraulic pressure response. That is, it is possible to provide a control device for an automatic transmission for a vehicle that realizes a speed change with a good response while suppressing turbine blowing during a speed change.

  Here, it is preferable that the change in the shift responsiveness is a response from the start of engagement or release of the hydraulic engagement element to the completion of engagement or release of the hydraulic engagement element related to shift control. It is what raises. In this way, high-response shift related to the engagement or release control of the hydraulic engagement element is prohibited in a state where the hydraulic control response by the hydraulic control circuit is relatively low due to air mixed in the hydraulic oil. By performing such control as this, it is possible to suitably prevent the occurrence of turbine blowing due to a delay in hydraulic response.

  Preferably, when air is mixed in the hydraulic oil in the hydraulic control circuit at the time of a shift relating to at least one gear, the air is contained in the hydraulic oil at the time of a gear change relating to all the gears. As a result, the shift response is prevented from being increased as compared with the case where no is mixed. In this way, it is possible to suitably prevent the driver from feeling uncomfortable by prohibiting the high response shift at other shifts even though the high response shift is permitted at the predetermined shift. it can.

  Preferably, the hydraulic oil is not mixed in the hydraulic oil only when the shift is related to the gear position determined that air is mixed in the hydraulic oil in the hydraulic control circuit. It is intended to suppress an increase in the shift response. In this way, it is possible to realize a shift with good response with respect to other shifts while suppressing turbine blow for shifts with relatively low responsiveness of hydraulic control.

  Preferably, a shift operation device for manually shifting the automatic transmission according to an operation by a driver is provided, and a shift is performed at a shift according to the operation of the shift operation device more than at other shifts. The high response shift control for improving the responsiveness is performed. When air is mixed in the hydraulic oil in the hydraulic control circuit, the high response shift control is not executed. In this way, the occurrence of turbine blowing due to a delay in hydraulic response can be suitably prevented with respect to a control device for an automatic transmission for a vehicle that performs control to increase shift response in manual shifting by the shift operation device.

1 is a skeleton diagram of a power transmission device to which the present invention is preferably applied. FIG. 2 is an operation table for explaining operation states of engagement elements when a plurality of shift speeds are established in the vehicle automatic transmission provided in the power transmission device of FIG. 1. It is a circuit diagram which shows the part regarding a linear solenoid valve among the hydraulic control circuits with which the power transmission device of FIG. 1 was equipped. It is a block diagram explaining the electric control system provided in the vehicle in order to control the power transmission device etc. of FIG. FIG. 5 is a diagram illustrating the relationship between the accelerator opening and the throttle opening corresponding to the accelerator pedal operation amount of FIG. 4. FIG. 5 is a diagram exemplifying a shift diagram used in shift control of the vehicle automatic transmission performed by the electronic control unit of FIG. 4. It is a figure explaining the shift operation apparatus provided with the shift lever for performing shift switching of the automatic transmission for vehicles with which the power transmission device of FIG. 1 was equipped. It is a functional block diagram explaining the principal part of the control function with which the electronic control apparatus of FIG. 4 was equipped. It is a figure explaining the shift control at the time of manual shift and the shift control at the time of automatic shift in comparison, and shows a time chart of the clutch torque capacity in the hydraulic engagement element on the drain side. It is a figure explaining the shift control at the time of a manual shift, and the shift control at the time of an automatic shift, and is a time chart of the clutch torque capacity in the hydraulic engagement element on the apply side. It is a figure which illustrates the control command value for each implement | achieving the shift control at the time of a manual shift, and the shift control at the time of an automatic shift, and respond | corresponds to operation | movement of the hydraulic engagement element of an apply side. It is a flowchart explaining the principal part of the automatic transmission control by the electronic controller of FIG. 5 is a flowchart for explaining a main part of another example of automatic shift control by the electronic control unit of FIG. 4.

  Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the drawings.

  FIG. 1 is a skeleton diagram of a power transmission device 8 to which the present invention is preferably applied, and FIG. 2 is a diagram of a vehicular automatic transmission (hereinafter simply referred to as a transmission) 10 provided in the power transmission device 8. It is an action | operation table | surface explaining the action | operation state of the engagement element at the time of establishing a some gear stage. The transmission 10 is preferably used in an FF vehicle or the like that is mounted in the left-right direction (horizontal) of the vehicle, and is a first shift mainly composed of a single pinion type first planetary gear unit 12. Part 14 and a second transmission 20 that is composed of a double pinion type second planetary gear unit 16 and a single pinion type third planetary gear unit 18 and is mainly composed of a Ravigneaux type on a coaxial line, and has an input shaft This is a stepped transmission mechanism that shifts the rotation of the motor 22 and outputs it from the output rotating member 24. The input shaft 22 corresponds to an input member. In this embodiment, the input shaft 22 is a turbine shaft of a torque converter 30 that is rotationally driven by an engine 28 that is a driving power source. The output rotating member 24 corresponds to the output member of the transmission 10, and an output gear meshing with a differential driven gear (large diameter gear) 36 for transmitting power to the differential gear device 34 shown in FIG. That is, it functions as a differential drive gear. The output of the engine 28 is transmitted to a pair of drive wheels (front wheels) 40 via a torque converter 30, a transmission 10, a differential gear device 34, and a pair of axles 38. The transmission 10 is substantially symmetrical with respect to the center line, and the lower half of the center line is omitted in FIG.

  The engine 28 is an internal combustion engine such as a gasoline engine that generates a driving force by combustion of fuel injected in a cylinder. The torque converter 30 includes the pump impeller 30a connected to the crankshaft of the engine 28, the turbine impeller 30b connected to the input shaft 22 of the transmission 10, and the speed change via a one-way clutch. And a stator impeller 30c coupled to a housing (transmission case) 26 of the machine 10, and is a fluid transmission device that transmits the power generated by the engine 28 to the transmission 10 via a fluid. . Further, a lockup clutch 32, which is a direct coupling clutch, is provided between the pump impeller 30a and the turbine impeller 30b so as to be engaged, slipped, or released by hydraulic control or the like. It has become. When the lockup clutch 32 is completely engaged, the pump impeller 30a and the turbine impeller 30b are integrally rotated.

  The operation table of FIG. 2 summarizes the relationship between the shift speeds established by the transmission 10 and the operation states of the clutches C1, C2, and the brakes B1, B2, B3. “◎” indicates engagement only during engine braking, and blank indicates release. Clutch C1, C2 and brakes B1, B2, B3 (hereinafter simply referred to as clutch C and brake B unless otherwise specified) provided in the transmission 10 are engaged by a hydraulic actuator such as a multi-plate clutch or a brake. A hydraulic engagement element (hydraulic friction engagement device) to be controlled, which is engaged by excitation, de-excitation or current control of linear solenoid valves SL1 to SL5 of a hydraulic control circuit 42 which will be described later with reference to FIG. The release state is switched and the transient hydraulic pressure at the time of engagement and release is controlled.

  In the transmission 10, the first gear position is set according to the combination of the connected states of the rotating elements (sun gears S <b> 1 to S <b> 3, carriers CA <b> 1 to CA <b> 3, ring gears R <b> 1 to R <b> 3) of the first transmission unit 14 and the second transmission unit 20. Six forward shift stages from “1st” to sixth shift stage “6th” are established, and a reverse shift stage “R” is established. As shown in FIG. 2, for example, in the forward gear stage, the first speed gear stage “1st” is set by engagement of the clutch C1 and the brake B2, and the second speed gear stage “2nd” is set by engagement of the clutch C1 and the brake B1. When the clutch C1 and the brake B3 are engaged, the third speed gear stage “3rd” is set. When the clutch C1 and the clutch C2 are engaged, the fourth speed gear stage “4th” is set. When the clutch C2 and the brake B3 are engaged, the fifth speed stage “3rd” is set. The sixth gear stage “6th” is established by the engagement of the clutch C2 and the brake B1. In other words, regarding the shift between the six forward shift speeds of the first shift speed “1st” to the sixth shift speed “6th”, the first hydraulic engagement element is released and the second hydraulic engagement is performed. A so-called clutch-to-clutch shift is performed to engage the elements. Further, the reverse gear stage “Rev” is established by the engagement of the brake B2 and the brake B3, and the neutral state is established when both the clutch C and the brake B are released. In the transmission 10 of the present embodiment, the brake B2 that establishes the first shift stage “1st” is provided with the one-way clutch F1 in parallel. Therefore, the brake B2 is always engaged when starting (acceleration). There is no need to let them. Further, the gear ratios of the respective gear stages are the gear ratios of the first planetary gear device 12, the second planetary gear device 16, and the third planetary gear device 18 (= number of teeth of the sun gear / number of teeth of the ring gear) ρ1, ρ2. , Ρ3 as appropriate.

FIG. 3 is a circuit diagram showing portions related to the linear solenoid valves SL1, SL2, SL3, SL4, and SL5 in the hydraulic control circuit 42 provided in the power transmission device 8. As shown in FIG. As shown in FIG. 3, in the hydraulic control circuit 42, the hydraulic pressure corresponding to the command signal from the electronic control device 44 is regulated by the linear solenoid valves SL <b> 1 to SL <b> 5 using the line hydraulic pressure PL as the original pressure, and the transmission 10 _Are supplied as engagement pressures to the hydraulic actuators (hydraulic cylinders, etc.) A _C1 , A _C2 , A _B1 , A _B2 , A _B3 of the clutches C1, C2 and brakes B1, B2, B3, respectively. ing. This line oil pressure PL is expressed by an accelerator opening or a throttle opening by a relief type pressure regulating valve (not shown) from an output pressure from a mechanical oil pump or an electromagnetic oil pump that is driven to rotate by the engine 28. The pressure is adjusted to a value according to the load or the like. The linear solenoid valves SL1 to SL5 are basically the same in configuration, and the output pressure (engagement pressure) from each linear solenoid valve SL1 to SL5 is input according to the electromagnetic force of the solenoid. By changing the communication state between the port and the output port or drain port, the output pressure is regulated and supplied to the hydraulic actuators A _C1 , A _C2 , A _B1 , A _B2 , A _B3 . In this way, the solenoids provided in each of the linear solenoid valves SL1 to SL5 are independently excited by the electronic control unit 44, and the hydraulic pressures of the hydraulic actuators A _C1 , A _C2 , A _B1 , A _B2 , A _B3 are applied. The pressure regulation is controlled independently.

The hydraulic control circuit 42 includes a hydraulic switch S _C1 for detecting the output pressure of the linear solenoid valve SL1, that is, the engagement pressure of the clutch C1, and the hydraulic actuator A _{C1 of the} linear solenoid valve SL1 and the clutch C1. Connected between. A hydraulic switch S _C2 for detecting the output pressure of the linear solenoid valve SL2, that is, the engagement pressure of the clutch C2, is connected between the linear solenoid valve SL2 and the hydraulic actuator A _C2 of the clutch C2. A hydraulic switch S _B1 for detecting the output pressure of the linear solenoid valve SL3, that is, the engagement pressure of the brake B1, is connected between the linear solenoid valve SL3 and the hydraulic actuator A _B1 of the brake B1. A hydraulic switch S _B2 for detecting the output pressure of the linear solenoid valve SL4, that is, the engagement pressure of the brake B2, is connected between the linear solenoid valve SL4 and the hydraulic actuator A _B2 of the brake B2. A hydraulic switch S _B3 for detecting the output pressure of the linear solenoid valve SL5, that is, the engagement pressure of the brake B5 is connected between the linear solenoid valve SL5 and the hydraulic actuator A _B3 of the brake B3. These hydraulic switches S _C1 , S _C2 , S _B1 , S _B2 , and S _B3 are set in advance so that the corresponding hydraulic engagement elements, that is, the engagement pressures of the clutch C or the brake B, are determined to be engaged. An output signal is generated when a predetermined value, for example, a value close to the line pressure PL is reached. As shown in FIG. 2, the clutch C1 and the clutch C2 are always engaged with one or the other of them at any of the forward gears. That is, the engagement of the clutch C1 or the clutch C2 is a requirement for achieving the forward gear.

FIG. 4 is a block diagram illustrating an electrical control system provided in the vehicle for controlling the power transmission device 8 and the like. The electronic control unit 44 shown in FIG. 4 is a so-called microcomputer including, for example, a ROM, a RAM, a CPU, an input / output interface, and the CPU uses a temporary storage function of the RAM according to a program stored in the ROM in advance. By processing the input signal, various controls relating to the power transmission device 8 are executed. For example, as basic control, a throttle opening degree control for controlling the throttle opening degree θ _TH (%) based on the actual accelerator opening degree A _CC (%) or the like based on a pre-stored relationship as shown in FIG. From the relationship stored in advance as shown in FIG. 6, the gear of the transmission 10 is based on the actual accelerator opening A _CC (%) or throttle opening θ _TH (%) and the vehicle speed V (km / h). Shift control for automatically switching the gear, feedback control related to the shift control, learning control, and the like are executed.

Further, the operation amount A _CC of the accelerator pedal 46 known as a so-called accelerator opening is detected by the accelerator operation amount sensor 48 and a signal representing the accelerator operation amount A _CC is supplied to the electronic control unit 44. It is like that. The accelerator pedal 46 is largely depressed according to the driver's required output amount, corresponds to an accelerator operation member, and the accelerator operation amount _Acc corresponds to an output request amount. The engine rotational speed sensor 50 for detecting the rotational speed NE of the engine 28, the intake air amount sensor 52 for detecting an intake air quantity Q of the engine 28, for detecting the temperature T _A of intake air An intake air temperature sensor 54, a throttle sensor 56 with an idle switch for detecting the fully closed state (idle state) of the electronic throttle valve of the engine 28 and its opening _θTH , vehicle speed V (rotational speed N of the output rotating member 24) a brake switch for detecting the presence or absence of the operation of the cooling water temperature sensor 60, a foot brake pedal 62 is a service brake for detecting a cooling water temperature T _W of the vehicle speed sensor 58, the engine 28 for detecting the corresponding) to _OUT 64, a lever position for detecting a lever position (operating position) P _SH of the shift lever 66 shown in FIG. 7 cell Sensor 68, turbine rotation speed sensor 70 for detecting turbine rotation speed NT (= rotation speed N _IN of input shaft 22), and AT oil temperature T _OIL that is the temperature of hydraulic oil in the hydraulic control circuit 42. AT oil temperature sensor 72 and the like are provided, and from these sensors and switches, engine speed NE, intake air amount Q, intake air temperature T _A , throttle valve opening θ _TH , vehicle speed V, engine cooling water temperature Signals representing T _W , presence / absence of brake operation, lever position P _SH of the shift lever 66, turbine rotational speed NT, AT oil temperature T _OIL, etc. are supplied to the electronic control unit 44.

Figure 7 is a diagram illustrating an example of a shift operation device 74 as a switching device, which is manually operated a plurality of types of lever position (shift position) P _SH in the power transmission device 10. The shift operating device 74 includes the shift lever 66 that is disposed beside the driver's seat and is operated to select a plurality of types of shift positions _PSH . For example, as shown in FIG. 7, the shift lever 66 is manually operated to five lever positions “P”, “R”, “N”, “D”, or “M”. This “P” position releases the power transmission path in the transmission 10, that is, a neutral state (neutral state) in which the power transmission in the transmission 10 is interrupted, and mechanically outputs the output by the mechanical parking mechanism. This is a parking position (position) for preventing (locking) the rotation of the rotating member 24. The “R” position is a reverse travel position (position) for traveling backward with the transmission 10 as the reverse gear stage “R”. The “N” position is a neutral position (position) for achieving a neutral state in which power transmission in the transmission 10 is interrupted. Further, the “D” position is an automatic shift that performs shift control using all the forward gears from the first speed gear stage “1st” to the sixth speed gear stage “6th” that are the entire speed range of the transmission 10. This is the forward travel position (position) that establishes the mode (D range). Further, as shown in the switching example of FIG. 7, the “M” position is a forward travel that establishes a manual shift mode in which a manual shift can be established by switching the shift range according to the manual operation of the shift lever 66 by the driver. Position. In this “M” position, an upshift position “+” for shifting the shift range up each time the shift lever 66 is operated, and a shift range is shifted down each time the shift lever 66 is operated. Downshift position “−” is provided, and these operations are detected by the lever position sensor 68 through the upshift switch, downshift switch, or the like. The upshift position “+” and the downshift position “−” are both unstable, and the shift lever 66 is automatically returned to the “M” position by a biasing means such as a spring. The shift range is changed according to the number of operations or the holding time to the position “+” or the downshift position “−”.

FIG. 8 is a functional block diagram illustrating the main part of the control function provided in the electronic control unit 44. The automatic speed change control means 80 shown in FIG. 8 includes, for example, an upshift line (solid line) and a downshift stored in advance using the vehicle speed V and the operation amount A _CC of the accelerator pedal 46 as shown in FIG. 6 as variables. Based on the actual vehicle speed V detected by the vehicle speed sensor 58 and the actual accelerator operation amount A _CC detected by the accelerator operation amount sensor 48 based on a relationship (shift diagram, shift map) having a line (dashed line). Thus, it is determined whether or not the shift of the transmission 10 should be executed (that is, the shift speed to be shifted is determined), and the transmission is controlled via the hydraulic control circuit 42 so as to obtain the determined shift speed. 10 automatic transmission control is executed. Specifically, for example, the hydraulic engagement elements (clutch C, brake B) involved in the shift of the transmission 10 are engaged and engaged so that the shift stage is achieved according to the engagement table shown in FIG. A command to release (shift output command, hydraulic command) is output to the linear solenoid valves SL1 to SL5 and the like provided in the hydraulic control circuit 42. In other words, the hydraulic control circuit 42 issues a command to release the clutch-to-clutch shift by releasing the disengagement-side engagement device involved in the shift of the transmission 10 and engaging the engagement-side engagement device. Output to. In the hydraulic control circuit 42, the hydraulic pressure supplied to the hydraulic actuators corresponding to the respective hydraulic friction engagement devices, that is, the brake B and the clutch C, by the linear solenoid valves SL1 to SL5 and the like according to the command output in this way. Is regulated.

  Further, the automatic shift control means 80 determines whether or not the shift of the transmission 10 should be executed according to the operation of the shift lever 66 in the shift operation device 74 (that is, determines the shift stage to be shifted). Then, automatic shift control of the transmission 10 is executed via the hydraulic control circuit 42 so that the determined shift speed is obtained. Specifically, in the manual shift mode in which the shift lever 66 is positioned at the “M” position, when the shift lever 66 is operated to the upshift position “+”, the shift stage of the transmission 10 is set to the up side. On the other hand, when the shift is operated to the downshift position “+”, manual shift control is performed to shift the shift stage of the transmission 10 to the down side.

In addition, the automatic shift control means 80 basically operates at other shifts, that is, at the time of manual shift according to the operation of the shift lever 66 in the shift operation device 74 (shift in the manual shift mode). As shown in FIG. 6, the high-response shift control for improving the shift response than the automatic shift (during the shift in the automatic shift mode) according to the vehicle speed V and the accelerator pedal operation amount A _CC based on the previously stored relationship is performed. . In other words, according to the operation of the shift lever 66 in the shift operation device 74 at the time of automatic shift according to the vehicle speed V and the accelerator pedal operation amount A _CC based on the relationship stored in advance as shown in FIG. Further, the shift control of the transmission 10 is performed so that the shift response is more gradual than the manual shift.

FIG. 9 and FIG. 10 are diagrams for explaining the shift control during the manual shift (manual shift mode), that is, the high response shift control, and the shift control during the automatic shift (automatic shift mode), that is, the normal shift control. FIG. 9 is a time chart of the clutch torque capacity in the drain side (release side) hydraulic engagement element, and FIG. 10 is a time chart of the clutch capacity in the apply side (engagement side) hydraulic engagement element. Show. As shown in these drawings, the automatic shift control means 80 is hydraulically controlled from the start of shift control (shift output) in the high response shift control during manual shift according to the operation of the shift lever 66 in the shift operation device 74. The engagement start or disengagement start of the hydraulic engagement element and the completion of engagement or disengagement of the hydraulic engagement element are based on the vehicle speed V and the accelerator pedal operation amount A based on the relationship stored in advance as shown in FIG. The operations of the linear solenoid valves SL1 to SL5 are controlled so as to be quicker than the normal shift control at the time of automatic shift according to _CC . This control is performed by controlling command values to the linear solenoid valves SL1 to SL5, for example, as shown in FIG. FIG. 11 corresponds to the control in the hydraulic engagement element on the apply side, and corresponds to the hydraulic engagement element engaged (or released) in the target speed change as shown in FIG. By controlling the command value to the linear solenoid valve, high response shift control in the manual shift mode or normal shift control in the automatic shift mode is realized. In the manual shift mode, the shift speed is changed by another method, such as controlling the back pressure of the accumulator corresponding to the engagement element related to the shift so that the speed change response is quicker than in the automatic shift mode. A mode of controlling responsiveness is also conceivable.

  Returning to FIG. 8, the hydraulic control responsiveness determining means 82 determines whether or not the hydraulic control responsiveness by the hydraulic control circuit 42 satisfies a predetermined criterion. For example, it is determined whether or not air is mixed in the hydraulic oil in the hydraulic control circuit 42, and when the determination is affirmative, that is, when it is determined that air is mixed in the hydraulic oil, It is determined that the criterion is not satisfied. In other words, the hydraulic control responsiveness determining means 82 determines whether or not the hydraulic control responsiveness by the hydraulic control circuit 42 is sufficient to execute the high response shift control, and the determination If NO is determined, that is, if it is determined that the high-response shift control is not sufficient, it is determined that the determination criterion is not satisfied.

Preferably, the hydraulic control responsiveness determining means 82 mixes air into the hydraulic oil in the hydraulic control circuit 42 based on the record that a predetermined amount or more of hydraulic pressure has been applied for a predetermined time since the ignition switch 76 was turned on. It is determined whether or not. That is, it corresponds to a predetermined hydraulic engagement element (for example, the first clutch C1 that is engaged at the first speed gear stage “1st”) after a predetermined time after the ignition switch 76 is turned on. It is determined whether the hydraulic pressure supplied to the actuator A _C1 has reached a predetermined value (whether the completion of engagement has been detected by the hydraulic switch S _C1 ). If the determination is negative, the operation corresponding to the actuator A _C1 is performed. It is determined that air is mixed in the oil. The hydraulic control responsiveness determining means 82 is preferably configured such that after the ignition switch 76 is turned on, air is introduced into the hydraulic oil in the hydraulic control circuit 42 at the first shift or the second and subsequent shifts. It is determined whether or not it is mixed. That is, it is determined whether or not the hydraulic pressure supplied to the actuator corresponding to the apply side hydraulic engagement element related to the shift has reached a predetermined value after a predetermined time since the shift of the transmission 10 is output. When the result is negative, it is determined that air is mixed in the hydraulic oil corresponding to the actuator. In this aspect, preferably, whether or not air is mixed in the hydraulic oil in the hydraulic control circuit 42 at each shift (shift from each shift stage shown in the operation table of FIG. 2 to the shift stage). Determine. The hydraulic control response determining means 82 preferably determines whether or not air is mixed in the hydraulic oil in the hydraulic control circuit 42 from the elapsed time from when the ignition switch 76 is turned off. To do.

Here, when the automatic transmission control means 80 determines that the responsiveness of the hydraulic control by the hydraulic control circuit 42 does not satisfy a predetermined determination criterion by the hydraulic control responsiveness determination means 82. Therefore, it is possible to suppress an increase in the shift response as compared with a case where the determination criterion is satisfied. In other words, a shift control with a moderate response is performed as compared with a case where the determination criterion is satisfied. For example, even in the case of a shift in the manual shift mode, that is, a manual shift according to the operation of the shift lever 66 in the shift operation device 74, the high response shift control described above is not executed and the automatic shift (normal shift), Control is performed so that the shift response is the same as that in the shift control according to the vehicle speed V and the accelerator pedal operation amount A _CC based on the relationship stored in advance.

  The automatic shift control means 80 preferably has a hydraulic control responsiveness by the hydraulic control circuit 42 by the hydraulic control responsiveness determination means 82 during a shift relating to at least one shift stage in the transmission 10. When it is determined that the predetermined criterion is not satisfied, it is possible to suppress the shift response from being increased as compared with a case where the criterion is satisfied at the time of shifting related to all gears. This is because the driver feels uncomfortable due to the prohibition of the high-responsive shift at the time of the shift related to another shift stage even though the high-responsive shift is permitted at the time of the shift related to the predetermined shift stage. In such a mode, the automatic shift control means 80 determines that the air entry determination relating to all the shift engagement elements is off (no air is mixed in), for example. Only in this case, the high-response shift is executed.

  The automatic shift control means 80 is preferably determined by the hydraulic control response determination means 82 that the response of the hydraulic control by the hydraulic control circuit 42 does not satisfy a predetermined determination criterion. Only at the time of shifting related to the shift speed, the shift response is prevented from being increased as compared with the case where the determination criterion is satisfied. For example, when the responsiveness of the apply-side hydraulic engagement element related to the target shift satisfies the determination criterion only at the time of the shift related to the shift stage determined not to satisfy the predetermined determination criterion. In comparison, an increase in the shift response is suppressed. This is because the high-response shift is prohibited only at the time of a shift related to a shift stage where the high-response shift should not be executed (a shift in which turbine blowing due to a delay in the hydraulic response may occur). This is a control for improving the response at the time of the shift by executing the high-responsive shift at the time of the shift.

  FIG. 12 is a flowchart for explaining a main part of the automatic shift control by the electronic control unit 44, which is repeatedly executed at a predetermined cycle.

First, in step (hereinafter, step is omitted) S1, it is determined whether or not there has been a manual shift request corresponding to the operation of the shift lever 66 in the shift operation device 74. If the determination in S1 is negative, the routine is terminated accordingly. If the determination in S1 is affirmative, in S2 corresponding to the operation of the hydraulic control responsiveness determination means 82, the routine is terminated. It is determined whether or not the air entry determination is off (determined that no air is mixed) with respect to the hydraulic engagement elements related to all the shift speeds in the transmission 10. If the determination in S2 is negative, in S3, the shift response is the same as that in the normal shift, that is, the shift control according to the vehicle speed V and the accelerator pedal operation amount A _CC based on the relationship stored in advance. After the shift control is output, this routine is terminated. However, if the determination in S2 is affirmative, in S4, for example, the AT oil temperature is equal to or higher than a predetermined temperature, or there is no failure in the transmission 10 or the like. It is determined whether the high-response shift permission condition is satisfied. If the determination in S4 is negative, the processing from S3 onward is executed. If the determination in S4 is positive, in S5, the normal speed, that is, the vehicle speed V and the accelerator based on the previously stored relationship are determined. This routine is terminated after a high-response shift control with higher responsiveness than that in the shift control according to the pedal operation amount A _CC is output. In the above control, S3 and S5 correspond to the operation of the automatic transmission control 80.

  FIG. 13 is a flowchart for explaining a main part of another example of the automatic shift control by the electronic control unit 44, which is repeatedly executed at a predetermined cycle. In the control shown in FIG. 13, steps common to the control shown in FIG. 12 described above are denoted by the same reference numerals and description thereof is omitted. In the control shown in FIG. 13, when the determination of S1 described above is affirmed, that is, when it is determined that there is a manual shift request according to the operation of the shift lever 66 in the shift operation device 74, the hydraulic control In S6 corresponding to the operation of the responsiveness determining means 82, it is determined whether or not the air entry determination is on (determined that air is mixed) for the engagement element related to the corresponding shift. When the determination of S6 is affirmed, the above-described processing after S3 is executed. When the determination of S6 is negative, the above-described processing after S4 is executed.

  Thus, according to the present embodiment, a plurality of hydraulic engagement elements, that is, the clutch C and the brake B, and the hydraulic control circuit 42 for controlling the hydraulic pressure supplied to the plurality of hydraulic engagement elements are provided. , A control device for an automatic transmission 10 for a vehicle that can change a shift response in accordance with a predetermined condition from a predetermined relationship, wherein the change in the shift response is determined by the hydraulic engagement from the start of shift control. The shift response is enhanced so that the engagement start or release start of the element and the engagement or release completion of the hydraulic engagement element can be quickly completed. Is contained in the hydraulic oil because it suppresses increasing the shift response compared to the case where no air is mixed in the hydraulic oil. By the hydraulic control In response is relatively low state of the hydraulic control by the road 42 by performing control such that prohibit high response speed, it is possible to suitably prevent the occurrence of blow turbine due to a delay of the hydraulic pressure response. That is, it is possible to provide a control device for the transmission 10 that realizes a speed change with a good response while suppressing the turbine blowing during the speed change.

  In addition, the change in the shift response improves the response from the start of engagement or release of the hydraulic engagement element to the completion of engagement or release of the hydraulic engagement element related to shift control. Therefore, when air is mixed in the hydraulic oil and the response of the hydraulic control by the hydraulic control circuit 42 is relatively low, a high-response shift related to the engagement or release control of the hydraulic engagement element is prohibited. By performing the control, it is possible to suitably prevent the occurrence of turbine blowing due to a delay in the hydraulic response.

  In addition, when air is mixed in the hydraulic fluid in the hydraulic control circuit 42 at the time of shifting related to at least one gear, air is mixed into the hydraulic fluid at the time of shifting related to all the gears. In this case, the high-speed shift is prohibited at the other shifts even though the high-response shift is permitted at the predetermined shift. This can suitably prevent the driver from feeling uncomfortable.

  Further, the shift response is compared with a case where air is not mixed in the hydraulic oil only at the time of the shift relating to the shift stage in which it is determined that the hydraulic oil is mixed in the hydraulic oil in the hydraulic control circuit 42. Therefore, it is possible to realize a gear shift with good response with respect to other gear shifts while suppressing turbine blow for gear shifts with relatively low responsiveness of hydraulic control.

  In addition, a shift operation device 74 for performing manual shift of the transmission 10 according to an operation by the driver is provided, and the shift response at the time of the shift according to the operation of the shift operation device 74 is higher than that at other shifts. If the air is mixed in the hydraulic oil in the hydraulic control circuit 42, the high response shift control is not executed. With regard to the control device for the transmission 10 that performs control for improving the shift response at the time of manual shift by the device 74, it is possible to suitably prevent the occurrence of turbine blowing due to a delay in the hydraulic response.

  The preferred embodiments of the present invention have been described in detail with reference to the drawings. However, the present invention is not limited to these embodiments, and may be implemented in other modes.

  For example, in the above-described embodiment, the automatic shift control means 80 does not execute the high response shift control at the time of manual shift when air is mixed in the hydraulic oil in the hydraulic control circuit 42. However, for example, a low response shift control during normal shift, a high response shift control during manual shift, and a medium response shift control that is more responsive than the low response shift control and less responsive than the high response shift control. In the case where the three stages are defined, when air is mixed in the hydraulic oil in the hydraulic control circuit 42, the control for the intermediate response control may be performed.

  Further, in the above-described embodiment, in the aspect in which the high response shift control is performed at the time of the shift according to the operation of the shift operation device 74, when air is mixed in the hydraulic oil in the hydraulic control circuit 42, the high response is performed. Although the technology for suppressing the execution of the shift control has been described, for example, the same control may be performed in a mode in which the high response shift control is performed according to other conditions, and the application target of the present invention is the shift operation device. It is not limited to the high response shift control at the time of the shift according to the operation of 74.

  In the above-described embodiment, the aspect in which the high-response shift control is performed at the time of shift according to the operation of the shift operation device 74 including the shift lever 66 has been described. For example, the manual operation is performed by operating the paddle provided on the steering wheel. The present invention is also suitably applied to a vehicle equipped with a so-called paddle shift operation device that realizes shifting.

  In addition, although not illustrated one by one, the present invention is implemented with various modifications within a range not departing from the gist thereof.

10: Automatic transmission 42 for vehicle: Hydraulic control circuit 74: Shift operating device B: Brake (hydraulic engagement element)
C: Clutch (hydraulic engagement element)

Claims (5)

A plurality of hydraulic engagement elements and a hydraulic control circuit for controlling the hydraulic pressure supplied to the plurality of hydraulic engagement elements are provided, and the shift response is changed according to a predetermined condition from a predetermined relationship. A control device for an automatic transmission for a vehicle,
The change in the speed change response is the speed change response so that the engagement start or release start of the hydraulic engagement element extends from the start of shift control until the completion of engagement or release of the hydraulic engagement element is accelerated. To increase
When air is mixed in the hydraulic oil in the hydraulic control circuit, it is possible to suppress an increase in the shift response as compared with a case where air is not mixed in the hydraulic oil. A control device for an automatic transmission for vehicles.   The change in the shift responsiveness increases the responsiveness from the start of engagement or release of the hydraulic engagement element to the completion of engagement or release of the hydraulic engagement element according to shift control. 2. A control device for an automatic transmission for a vehicle according to 1.   When air is mixed in the hydraulic fluid in the hydraulic control circuit at the time of gear shifting related to at least one gear position, when air is not mixed in the hydraulic fluid at the time of gear shifting gear related to all gear speeds 3. The control device for an automatic transmission for a vehicle according to claim 1, wherein an increase in the shift response is suppressed as compared with the control device.   The shift responsiveness is improved only at the time of a shift relating to the gear position determined that air is mixed in the hydraulic oil in the hydraulic control circuit compared to the case where air is not mixed in the hydraulic oil. The control device for an automatic transmission for a vehicle according to claim 1 or 2, wherein the control is suppressed.   A shift operation device for manually shifting the automatic transmission according to an operation by the driver, and a high response that improves the shift response at the time of a shift according to the operation of the shift operation device than at other speeds 5. The high-speed shift control is not executed when the shift control is performed and air is mixed in the hydraulic oil in the hydraulic control circuit. 6. The control device for an automatic transmission for a vehicle according to the item.

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