JP5162548B2 - Control device for automatic transmission - Google Patents

Description

  The present invention relates to a control device for an automatic transmission, and more specifically to a device that improves the rising characteristics of hydraulic pressure (hydraulic oil pressure) during shifting.

  In the following Patent Document 1, in a control device for an automatic transmission that includes a plurality of gears and hydraulic clutches (friction engagement elements) and that supplies and discharges hydraulic oil to and from the hydraulic clutch, There has been proposed a technique for improving the rise characteristic of pressure.

  That is, the hydraulic clutch inherently has a clearance (gap). In addition, when the piston of the hydraulic clutch moves in response to the supply of hydraulic pressure and presses the clutch disc against the clutch plate, a disc spring (wave spring) is inserted so as to reduce the impact at the time of pressing, An accumulator is arranged in the circuit to make the flow of hydraulic oil smooth. However, since these also affect the rising characteristics of the hydraulic pressure, as shown in FIG. 10, the parts such as the clutch clearance act. The characteristics set separately for the area (shown as “hydraulic breakage time” in the figure) and the area after the action are retrieved from the hydraulic pressure command value and controlled.

  More specifically, in the technique described in Patent Document 1, the slope K (= A / B. A: operation amount, B: follow-up time when a constant hydraulic pressure (operation amount A) is output) is calculated. Then, after optimally reducing the invalid strokes of the hydraulic clutch, the rise to the hydraulic pressure at which the actual shift operation can be performed is managed in time while judging the possibility of the shift operation with the calculated slope K. It is composed.

JP 2001-165290 A

  As described above, the rise of the hydraulic pressure includes a region where a part that influences the hydraulic pressure rise characteristics such as the clutch / clearance acts. Therefore, as in the technique described in Patent Document 1, a shift operation can actually be performed. If the rise to the hydraulic pressure is managed by time, the volume of the oil passage changes due to the individual variation of parts such as clutch clearance, etc., and the time increases and decreases including preparation pressure including invalid stroke filling. In some cases, it may be difficult to achieve the speed change feeling desired by the driver.

  SUMMARY OF THE INVENTION An object of the present invention is to solve the above-described problems, and to control the rising of the hydraulic pressure of the friction engagement element without affecting the individual variations of the clutch clearance and the like in the automatic transmission. An object of the present invention is to provide a control device for an automatic transmission that realizes a feeling.

  In order to solve the above-described problem, the automatic transmission control device according to claim 1 is connected to an internal combustion engine mounted on a vehicle, and includes a plurality of gears and friction engagement elements, The hydraulic oil is discharged from the friction engagement element of the current speed stage, while the hydraulic oil is supplied to the friction engagement element of the speed stage of the shift destination to correspond to the speed stage of the shift destination of the plurality of gears. An automatic transmission that shifts the output of the internal combustion engine via a gear that rotates, and a preparatory pressure for supplying the hydraulic oil as a preparatory pressure for gear shifting preparation including invalid stroke filling to the friction engagement element of the speed stage of the shift destination A supply means, a target torque phase time calculation means for calculating a target time of a torque phase when the speed is changed based on at least a parameter indicating a driver's required driving force for the internal combustion engine, and an operating state of the internal combustion engine Parameters Engine output torque estimating means for estimating the output torque of the internal combustion engine based on the initial value of the transmission torque of the friction engagement element at the shift destination increases with time, and the end of the calculated target time of the torque phase A torque target inclination calculating means for calculating a torque target inclination until reaching a value corresponding to the calculated output torque of the internal combustion engine, and a hydraulic pressure that is the pressure of the hydraulic oil. Torque oil pressure converting means for converting to a target inclination, and characteristics set separately for at least a region where a part affecting the rising characteristic of the oil pressure acts from the converted oil pressure target slope and a region after the part acts And a hydraulic pressure command value calculation means for calculating a hydraulic pressure command value to be supplied to the frictional engagement element of the shift destination, and the friction of the shift destination based on the calculated command value Hydraulic oil supplying means for supplying the hydraulic oil to the combination element; time measuring means for measuring a time until the preparatory pressure supplied to the friction engagement element at the shift destination reaches a specified value; and the measured time A comparison means for comparing the pressure with a predetermined value, and a preparation pressure increase / decrease means for increasing / decreasing the preparation pressure according to a comparison result of the comparison means.

  In the control apparatus for an automatic transmission according to claim 1, the hydraulic oil is supplied as a preparation pressure for gear shifting preparation including invalid stroke filling to the friction engagement element of the speed stage of the gear shift destination, and the target of the torque phase The internal combustion engine calculated at the end of the target time of the torque phase calculated by calculating the time, estimating the output torque of the internal combustion engine, and increasing the initial value of the transmission torque of the friction engagement element at the shift destination over time Calculates the target torque gradient until it reaches a value corresponding to the output torque, and the part that affects the rise characteristics of the hydraulic pressure acts from the target hydraulic gradient obtained by converting the calculated torque target gradient into hydraulic pressure. Search the characteristic set separately in the region and the subsequent region to calculate the command value of the hydraulic pressure to be supplied to the friction engagement element at the shift destination, and friction engagement at the shift destination based on the calculated command value Configured to supply hydraulic fluid to the element Therefore, in other words, since the rise to the hydraulic pressure at which the actual shifting operation can be performed is not managed by time, the volume (volume) of the oil passage is affected by the individual variation of the parts such as the clutch clearance. Even if the time changes and increases or decreases, the speed change feeling desired by the driver can be realized without being affected by the change.

  Further, the target time of the torque phase is calculated based on at least a parameter indicating the driver's required driving force for the internal combustion engine, specifically the accelerator opening, and the internal combustion engine output torque at the end of the target time from the initial value The target inclination until reaching the equivalent value is calculated, and the hydraulic pressure command value is calculated based on the target inclination.For example, when the accelerator opening is large, the target time of the torque phase is shortened to reduce the target inclination. On the other hand, when the accelerator opening is small, the speed change feeling desired by the driver can be realized, for example, the target time is lengthened to make the target slope gentle.

  Further, the time until the preparatory pressure supplied to the friction engagement element at the speed change destination reaches a specified value is measured, and the preparatory pressure is increased or decreased according to the comparison result obtained by comparing the measured time with a predetermined value. Even if there is an excess or deficiency in the preparation pressure including invalid stroke filling due to the influence of individual variations such as clutch clearance, etc., it is possible to increase or decrease the preparation pressure according to the comparison result. The shift feeling desired by the driver can be realized.

It is the schematic which shows the control apparatus of the automatic transmission which concerns on this invention generally. It is a flowchart which shows operation | movement of the control apparatus of the automatic transmission shown in FIG. FIG. 3 is a time chart of a shift scheduled in FIG. 2. FIG. FIG. 3 is a sub-routine flowchart showing a shift control process of the flowchart in FIG. 2. It is a time chart explaining the process of FIG. 6 is an explanatory graph showing characteristics used in the processing of FIG. 5. Similarly, it is explanatory drawing which shows the characteristic used by the process of FIG. It is a flowchart which shows the process performed in parallel with the process of FIG. It is a time chart explaining the process of FIG. It is explanatory drawing which shows the shift control which concerns on a prior art.

  DESCRIPTION OF EXEMPLARY EMBODIMENTS Hereinafter, embodiments for implementing a control device for an automatic transmission according to the invention will be described with reference to the accompanying drawings.

  FIG. 1 is a schematic diagram showing the overall control apparatus for an automatic transmission according to one embodiment of the present invention.

  In the following description, the symbol T indicates an automatic transmission (hereinafter referred to as “transmission”). The transmission T is mounted on a vehicle (not shown) and is a parallel shaft stepped type having speed stages of 5 forward speeds and 1 reverse speed.

  The transmission T includes a main shaft (input shaft) MS connected to a crankshaft 10 of an internal combustion engine (hereinafter referred to as “engine”) E via a torque converter 12 having a lockup mechanism L, and a plurality of main shafts MS connected to the main shaft MS. And a counter shaft (output shaft) CS connected via a gear train. The engine E includes a plurality of cylinders and a spark ignition type engine using gasoline as fuel.

  A main first speed gear 14, a main second speed gear 16, a main third speed gear 18, a main fourth speed gear 20, a main fifth speed gear 22, and a main reverse gear 24 are supported on the main shaft MS.

  The counter shaft CS has a counter first speed gear 28 meshing with the main first speed gear 14, a counter second speed gear 30 meshing with the main second speed gear 16, a counter third speed gear 32 meshing with the main third speed gear 18, The counter 4th gear 34 meshed with the main 4th gear 20, the counter 5th gear 36 meshed with the main 5th gear 22, and the counter reverse gear 42 connected to the main reverse gear 24 via the reverse idle gear 40 are supported. Is done.

  In the above description, when the main first-speed gear 14 that is rotatably supported on the main shaft MS is coupled to the main shaft MS by a first-speed hydraulic clutch (friction engagement element; the same applies hereinafter) C1, the first speed (gear, speed stage) is coupled. ) Established.

  When the main second-speed gear 16 that is rotatably supported on the main shaft MS is coupled to the main shaft MS by the second-speed hydraulic clutch C2, the second speed (gear, speed stage) is established. When the counter third-speed gear 32 that is rotatably supported on the countershaft CS is coupled to the countershaft CS by the third-speed hydraulic clutch C3, the third speed (gear, speed stage) is established.

  With the counter fourth speed gear 34 supported rotatably on the counter shaft CS coupled to the counter shaft CS by the selector gear SG, the main fourth speed gear 20 supported relatively rotatably on the main shaft MS is changed to the fourth speed-reverse. When the hydraulic clutch C4R is coupled to the main shaft MS, the fourth speed (gear, speed stage) is established.

  Further, when the counter fifth-speed gear 36 that is rotatably supported on the countershaft CS is coupled to the countershaft CS by the fifth-speed hydraulic clutch C5, the fifth speed (gear, speed stage) is established.

  Further, with the counter reverse gear 42 supported relative to the countershaft CS rotatably coupled to the countershaft CS by the selector gear SG, the main reverse gear 24 supported relative to the main shaft MS relative to the countershaft CS is connected to the 4-speed-reverse. When the main hydraulic clutch C4R is coupled to the main shaft MS, a reverse speed stage is established.

  The rotation of the counter shaft CS is transmitted to the differential D through a final drive gear 46 and a final driven gear 48, and then a vehicle (not shown) on which the engine E and the transmission T are mounted via the left and right drive shafts 50, 50. Are transmitted to the drive wheels W, W.

  A shift lever 54 is provided near the floor of the vehicle driver's seat (not shown), and one of eight ranges, P, R, N, D5, D4, D3, 2, 1 is selected by the driver's operation. The

  A throttle opening sensor 56 is provided in the vicinity of a throttle valve (not shown) disposed in an intake passage (not shown) of the engine E, and outputs a signal indicating the throttle opening TH. A vehicle speed sensor 58 is provided in the vicinity of the final driven gear 48 and outputs a signal indicating the vehicle speed V every time the final driven gear 48 makes one rotation.

  Further, a crank angle sensor 60 is provided in the vicinity of the camshaft (not shown), and a CYL signal is subdivided at a predetermined crank angle of a specific cylinder, a TDC signal is subdivided at a predetermined crank angle of each cylinder, and a crank obtained by subdividing the predetermined crank angle. A CRK signal is output for each angle (for example, 15 degrees). Further, an absolute pressure sensor 62 is provided downstream of the throttle valve arrangement position of the intake passage of the engine E, and outputs a signal indicating the intake pipe absolute pressure (engine load) PBA.

  In addition, a first rotation speed sensor 64 is provided in the vicinity of the main shaft MS, and outputs a signal indicating the rotation speed NM of the main shaft MS, and a second rotation speed sensor 66 in the vicinity of the counter shaft CS. It is provided and outputs a signal indicating the rotational speed NC of the countershaft CS.

  Further, a shift lever position sensor 68 is provided in the vicinity of the shift lever 54 mounted in the vicinity of the vehicle driver's seat, and outputs a signal indicating the position selected by the driver among the eight positions (ranges) described above. To do.

  Further, a temperature sensor 70 is provided in the vicinity of the reservoir of the hydraulic circuit O of the transmission T to output a signal proportional to the oil temperature (the temperature of the hydraulic oil Automatic Transmission Fluid) TATF, and the oil path connected to each clutch. Are each provided with a hydraulic switch 72, which outputs an ON signal when the hydraulic pressure supplied to each clutch reaches a predetermined value.

  A brake switch 74 is provided in the vicinity of a brake pedal (not shown) in the vehicle driver's seat, and outputs an ON signal in response to the driver's brake pedal operation, and in the vicinity of an accelerator pedal (not shown). An accelerator opening sensor 76 is provided to generate an output corresponding to the driver's accelerator pedal depression amount (accelerator opening) AP.

  Outputs of these sensors 56 and the like are sent to an ECU (electronic control unit) 80.

  The ECU 80 includes a microcomputer including a CPU 82, ROM 84, RAM 86, an input circuit 88, and an output circuit 90. The ECU 80 includes an A / D converter 92.

  The output of the sensor 56 and the like is input into the ECU 80 via the input circuit 88, the analog output is converted into a digital value via the A / D converter 92, and the digital output is processed by a waveform shaping circuit or the like. It is processed through a circuit (not shown) and stored in the RAM 86.

  The time interval between the output of the vehicle speed sensor 58 and the output of the CRK signal of the crank angle sensor 60 is measured by a counter (not shown), and the vehicle speed V and the engine speed NE are detected. The outputs of the first rotational speed sensor 64 and the second rotational speed sensor 66 are also counted, and the input shaft rotational speed NM and the output shaft rotational speed NC of the transmission are detected.

  In the ECU 80, the CPU 82 determines a destination stage or a target stage (gear ratio), and excites / de-energizes shift solenoids SL1 to SL5 arranged in the hydraulic circuit O via an output circuit 90 and a voltage supply circuit (not shown). The clutch switching control is performed, and the linear solenoids SL6 to SL8 are excited and de-energized to control the operation of the lockup mechanism L of the torque converter 12 and the clutch hydraulic pressure.

  Thus, in this embodiment, the transmission T is connected to an engine (internal combustion engine) E mounted on the vehicle, and a plurality of gears such as the main first speed gear 14 and a hydraulic clutch (friction engagement element) Cn. (N: 1, 2, 3, 4R, 5), the hydraulic fluid is discharged from the hydraulic clutch Cn at the current speed stage, while the hydraulic oil is supplied to the hydraulic clutch Cn at the speed stage at the speed change destination. The output of the engine E is shifted through a gear corresponding to the speed stage of the shift destination of the gears.

  Next, the operation of the automatic transmission control device according to the present invention will be described.

  FIG. 2 is a flow chart showing the operation, and FIG. 3 is a time chart of the speed change planned in FIG. The program in FIG. 2 is executed every 10 msec, for example.

  In the following, a known shift map (shift scheduling map, not shown) is searched from the vehicle speed V and the throttle opening TH detected in S10, the process proceeds to S12, and the search value is rewritten as the speed stage SH of the shift destination. Proceeding to S14, the currently engaged speed stage is detected and rewritten as GA, and SH is rewritten as GB.

  Next, in S16, the shift mode QATNUM is searched.

  Specifically, as shown in FIG. 3, the shift mode QATNUM includes 11h (upshift from the first speed to the second speed), 12h (upshift from the second speed to the third speed), 21h (from the second speed to the first speed). Downshift), 31h (first-speed hold (hold)), etc. That is, if the first number is 1, it indicates an upshift, if it is 2, it indicates a downshift, and if it is 3, it indicates a hold.

  Next, the process proceeds to S18, and when it is determined that a shift is necessary in the processes after S10, a value SFTMON (shown in FIG. 3) on the RAM indicating the control timing is initialized to zero.

  Next, in S20, shift control is executed.

  FIG. 4 is a flowchart showing an example of the shift control in the torque phase of the preparation, torque phase, and inertia phase shown in the upper part of FIG. 3 in the shift control, more specifically, the upshift from the second speed to the third speed. It is a chart. FIG. 5 is a time chart for explaining the processing of FIG.

  Note that gear shift control such as an inertia phase is described in Patent Document 1, and thus description thereof is omitted in this specification.

  Prior to the description of the figure, the above-described problem of the present application will be reexplained. In the technique described in Patent Document 1, the gradient K (= A / B. A: operation amount, B: constant oil pressure (operation amount) The follow-up time when A) is output is calculated, and after determining the possibility of a shift operation with the calculated slope K, the invalid strokes of the hydraulic clutch are optimally filled, and as shown in FIG.・ The oil pressure command value QAT and the oil temperature are the characteristics set separately for the area where the part that affects the rising characteristics of the oil pressure such as clearance acts (shown as “hydraulic break time” in the figure) and the area after the action. A time (hydraulic boost time) that is searched from the TATF and the number of rotations of the hydraulic clutch Cn and actually reaches a hydraulic pressure at which a shift operation can be performed is retrieved from the hydraulic pressure command value (hydraulic pressure command value) QAT.

  As described above, when the rise to the hydraulic pressure at which the speed change operation is actually possible is managed by time, the vehicle body G (acceleration in the longitudinal direction of the vehicle) does not become linear as shown by the solid line at the end of FIG. There was a case where the feeling of shifting received by the engine was not good. This invention makes it a subject to solve it. More specifically, the vehicle body G is controlled to be linear as indicated by an imaginary line at the end of FIG.

  Based on the above, the following description will be made. In S100, a parameter indicating at least the driver's required driving force for the engine E, more specifically, a characteristic set in advance based on the accelerator opening AP and the vehicle speed V is searched for and the target. T phase time (target time of torque phase) is calculated.

  For example, the target T-phase time is shorter as the accelerator opening is larger, so the driver is more likely to make a quick shift. On the other hand, as the accelerator opening is smaller, the driver intends a smoother shift. Therefore, it is set to be long.

  Next, the process proceeds to S102, where engine torque (output torque of engine E. “ENG torque” in the figure is based on parameters indicating the operating state of engine E, more specifically, engine speed NE and intake pipe absolute pressure PBA indicating engine load. ").

  Next, in S104, the ON clutch torque (calculated at the end of the target T-phase time calculated by increasing the initial value (zero) of the transmission torque of the hydraulic clutch C3 of the third speed (GB, speed change destination) with time. A torque target gradient until reaching a value corresponding to the engine torque is calculated.

Referring to FIG. 5, the transmission output torque Tco in the torque phase in the upshift from the second speed to the third speed can be expressed as follows.
Tco = Tt.i2-T3c. (I2-i3)

  In the above, Tt: transmission input torque, i2: second gear ratio, i3: third gear ratio, T3c: transmission torque of the third speed hydraulic clutch C3. That is, as shown in FIG. 5A, in the torque phase, torque is pulled in for the second term on the right side of the above equation.

  The initial value of the ON clutch torque, that is, the transmission torque of the third-speed hydraulic clutch C3 to be shifted is zero, and increases with time, reaching the engine torque equivalent value at the end of the torque phase.

  In FIGS. 5B and 5C, the engine torque (that is, the height) is determined by the operating state of the engine E and cannot be determined by the shift control. Therefore, in this embodiment, the torque phase (T phase, ie, length) is calculated based on the parameters (accelerator opening AP and vehicle speed V) indicating the driver's required driving force for the engine E, so that FIG. As shown in (b), the target inclination of the ON clutch torque is calculated. Thereby, as shown to Fig.5 (a), the vehicle body G can be made linear and a shift feeling can be improved.

  Next, as shown in FIG. 5C, the target inclination of the ON clutch oil pressure is calculated based on the target inclination of the ON clutch torque, and the ON clutch oil pressure command value is calculated based on the target inclination.

  FIG. 6 is an explanatory graph showing first and second characteristics set in advance used in the flow chart of FIG. 4, and FIG. 7 is an explanatory diagram showing the first and second characteristics in the same manner.

Returning to the explanation of the flowchart of FIG. 4, the process proceeds to S106, and the calculated torque target inclination is converted into the hydraulic target inclination. That is, it is calculated according to the following formula.
Pcl = (Tcl / 2nμRm−Fctf + Frtn) / Apis

  Pcl: clutch hydraulic pressure, Tcl: clutch torque, n: number of clutch disks of hydraulic clutch Cn, μ: friction coefficient of hydraulic clutch Cn, Rm: effective radius of hydraulic clutch Cn, Fctf: hydraulic fluid in clutch and piston Centrifugal force, Frtn: return spring load, Apis: piston area of the hydraulic clutch Cn.

  Next, the process proceeds to S108, where it is determined from a timer (not shown) whether the time (time) t is equal to or greater than ta (shown in FIG. 5D), and when the result is negative, the process proceeds to S110, and at least the converted hydraulic target A first speed hydraulic clutch is searched by searching for a first characteristic (shown below in FIG. 7) set in advance from the inclination, more specifically, the converted hydraulic target inclination, the oil temperature TATF, and the rotational speed of the hydraulic clutch Cn. The hydraulic pressure command value QAT to be supplied to C3, more specifically, QAT1 is calculated.

  On the other hand, when the result in S108 is affirmative, the program proceeds to S112, in which the second characteristic preset (shown above in FIG. 7) is searched from similar parameters and the hydraulic command value to be supplied to the third-speed hydraulic clutch C3. QAT, more specifically, QAT2 is calculated.

  As shown in FIGS. 6 and 7, the first and second characteristics are at least the target hydraulic pressure gradient, more specifically, the target hydraulic pressure gradient, the oil temperature (temperature TATF of the hydraulic oil ATF), and the clutch rotational speed (specifically, Is the number of revolutions of the third speed hydraulic clutch C3 (detected from the number of revolutions NC detected by the second number of revolutions sensor 66) and is stored in the database. The oil temperature is used as a search parameter because the viscosity of the hydraulic oil ATF varies depending on the temperature, and the clutch rotational speed is used because the flow speed of the hydraulic oil ATF is different as a result.

  In S110 and S112, at least the hydraulic target inclination, more specifically, the hydraulic pressure command value to be supplied to the third speed hydraulic clutch C3 by searching the first and second characteristics from the hydraulic target inclination, the oil temperature, and the clutch rotational speed. QAT is calculated.

  As shown in FIG. 7, the first characteristic is a characteristic set for a region (region indicated as “hydraulic breakage time” in FIG. 7) in which a clutch clearance and the like that affect the pressure rising characteristic of the hydraulic oil ATF act. (Characteristic shown in the lower part of the figure), and the second characteristic is the characteristic set for the area after the action (the "hydraulic boost time" minus the "hydraulic break time" in the figure) (Characteristics shown at the top in the figure).

  For example, in the process of S110, a relatively high hydraulic pressure command value QAT1 as shown in FIG. 5D is calculated, and in the process of S112, a hydraulic pressure command value QAT2 lower than QAT1 is calculated.

  It should be noted that the hydraulic pressure (preparation pressure) for supplying hydraulic pressure (hydraulic fluid) to the third speed hydraulic clutch C3 (friction engagement element of the speed stage at the speed change destination) as preparation pressure for gear shift preparation including invalid stroke filling at time t0 preceding that. ) Command value QAT0 is calculated and output, QAT1 is output at time t1, and hydraulic command value QAT2 is output at time ta.

  Next, in S114, based on the calculated hydraulic pressure command value QAT composed of QAT1 and QAT2, one of the linear solenoids SL6 to SL8 is excited or demagnetized to supply hydraulic pressure to the third speed hydraulic clutch C3.

  In the technique described in Patent Document 1, since the hydraulic breakage time and the hydraulic boost time are managed by time as described above, the hydraulic pressure command value QAT is quickly shown as a line in FIG. The hydraulic breakage time and the hydraulic boost time are set to the same value. As a result, the actual hydraulic pressure (ON side actual pressure) is not linear as shown by the imaginary line.

  On the other hand, in this embodiment, since the hydraulic pressure command value is composed of a relatively high hydraulic pressure command value QAT1 and a relatively low hydraulic pressure command value QAT2, the actual hydraulic pressure (ON side actual pressure) is made linear as shown by the solid line. Can do. That is, even if the oil passage volume changes and the time increases or decreases due to individual variations such as clutch clearance, the vehicle body G is not affected as shown in FIG. Also, the speed change feeling desired by the driver can be realized.

  FIG. 8 is a flowchart showing processing executed in parallel with the processing of FIG. 4, and FIG. 9 is a time chart for explaining processing of FIG. The program in FIG. 8 is also executed every 10 msec, for example.

  Although the actual oil pressure (ON side actual pressure) can be made linear as shown by the solid line by the above processing, the change in the volume of the oil passage due to the individual variation of parts such as the clutch clearance is the torque This also affects the oil pressure rise during the preparation period such as invalid stroke filling prior to the phase, and the actual oil pressure may be earlier or later than the expected time (predetermined value). The process of the flowchart of FIG. 8 is a process for correcting it.

  Explaining below, in S200, it is determined whether or not the program loop of the flow chart of FIG. 8 is the first torque phase. If the determination is affirmative, the process proceeds to S202 to search for the hydraulic SW (switch) standard ON time.

  A hydraulic switch 72 is provided for each hydraulic clutch Cn, and when the hydraulic pressure supplied to the hydraulic clutch Cn reaches a specified value qs, an ON signal is output. However, the hydraulic SW standard ON time is a predetermined time (predetermined time) The value, specifically, ta described above is shown. This value is obtained in advance by experiments and set for each hydraulic clutch Cn. FIG. 9A shows the specified value qs, and FIGS. 9A and 5D show the expected time (predetermined value) ta.

  Next, the process proceeds to S204, where the bit of the determined flag (described later) is reset to 0, and the process proceeds to S206, where the torque phase is entered and set for a certain time (specifically, between t1 and ta in FIG. 5D). Judgment time has passed.

  When the result in S106 is negative, the subsequent processing is skipped. When the result is affirmative, the process proceeds to S208, and it is determined whether or not the bit of the above-described determined flag is set to 1.

  When the result in S208 is negative, the subsequent processing is skipped. When the result is affirmative, the process proceeds to S210, in which it is determined whether the hydraulic switch 72 has output an ON signal.

  When the result in S210 is negative, the subsequent processing is skipped. When the result is affirmative, the process proceeds to S212, and the bit of the above-described determined flag is set to 1. That is, this flag is a flag for executing the processing described below only once.

  Next, in S214, it is determined whether the time (time) when the hydraulic switch 72 outputs the ON signal is earlier than the expected time (predetermined value) ta.

  When the result in S214 is affirmative, the routine proceeds to S216, where the learning correction value is subtracted from the preparation pressure, more specifically, as shown in FIG. 9B, the learning correction value indicated by the two-dot chain line is subtracted from the preparation pressure command value QAT0. Thus, the preparation pressure command value QAT0 is decreased and corrected.

  On the other hand, when the result in S214 is negative, the process proceeds to S218, in which it is determined whether or not the time (time) when the hydraulic switch 72 outputs the ON signal is later than the intended time (predetermined value) ta. When the determination is affirmed, the process proceeds to S220, where the learning correction value is added to the preparation pressure. More specifically, as shown in FIG. 9C, the preparation pressure command value QAT0 is indicated by a two-dot chain line. The preparation pressure command value QAT0 is increased and corrected by adding the learning correction value.

  That is, in the case shown in FIG. 9 (b), the actual oil pressure is set to the specified value qs early as a result of the volume of the oil passage being reduced from the expected value due to the influence of individual variations in parts such as clutch clearance. Since it can be determined that it has been reached, the preparation pressure command value QAT0 is corrected to decrease. On the other hand, in the case shown in FIG. 9 (c), it can be determined that the opposite is true, so the reserve pressure command value QAT0 is corrected to increase.

  Here, the correction value is referred to as a “learning” correction value. The process of FIG. 8 is an operation for determining whether or not the preparation pressure command value at the previous shift is correct and increasing or decreasing the command value. This is because even when the value QAT0 is in the state shown in FIGS. 9B and 9C, the learning control effect of converging with time to the intended state shown in FIG.

  Instead of increasing / decreasing the preparation pressure command value QAT0 itself in S216, S220, the time for outputting the preparation pressure command value QAT0 (time from t0 to t1 in FIG. 5D) may be increased / decreased. Further, when the result in S218 is negative, the preparation pressure command value QAT0 is not corrected because it is as expected.

  As described above, this embodiment is connected to an engine (internal combustion engine) E mounted on a vehicle, and also has a plurality of gears (14, 16,...) And a hydraulic clutch (friction engagement element) Cn (n: 1, 2, 3, 4R, 5), more specifically, a plurality of gears (14, 16) supported by a main shaft (input shaft) MS and a counter shaft (output shaft) CS arranged in parallel. , ..) and a hydraulic clutch (friction engagement element) Cn (n: 1, 2, 3, 4R, 5), while discharging hydraulic oil from the hydraulic clutch Cn at the current speed stage (gear, GA) More specifically, the hydraulic oil is supplied to the hydraulic clutch Cn of the speed stage (gear, GB) of the shift destination, and more specifically, the gear corresponding to the speed stage of the shift destination among the plurality of gears. Connected to main shaft MS or counter shaft CS The hydraulic oil is supplied as preparation for gear shifting preparation including invalid stroke filling to a transmission (automatic transmission) T that shifts the output of the engine E and the hydraulic clutch Cn of the speed stage of the gear shift destination, more precisely the preparation pressure Preliminary pressure supply means (ECU 80) for outputting the command value QAT0, and a torque phase (T for the shift) based on at least parameters (accelerator opening AP and vehicle speed V) indicating the driver's required driving force for the engine E Output of the engine E based on target torque phase time calculation means (ECU 80, S100) for calculating the target time of the phase and parameters indicating the operating state of the engine E (engine speed NE and intake pipe absolute pressure PBA). Engine output torque estimating means (ECU 80, S102) for estimating torque (engine torque), and the hydraulic pressure of the shift destination Torque target inclination until the initial value of the transmission torque of the latch Cn increases with time and reaches a value corresponding to the calculated output torque of the engine E at the end of the calculated target time of the torque phase. Torque target inclination calculating means (ECU80, S104) for calculating the pressure, torque hydraulic pressure conversion means (ECU80, S106) for converting the calculated torque target inclination into a hydraulic target inclination that is the pressure of the hydraulic oil, and at least the conversion The first and second regions are set separately in a region where a portion (more specifically, a clutch clearance, etc.) that affects the hydraulic pressure rising characteristic acts from a set target hydraulic pressure gradient and a region after the portion acts. The hydraulic command value calculating means (ECU 80, S1) for searching the characteristic of 2 and calculating the command value QAT of the hydraulic pressure to be supplied to the hydraulic clutch Cn of the shift destination 08), hydraulic oil supply means (ECU 80, S110) for supplying hydraulic oil to the shift destination hydraulic clutch Cn based on the calculated command value, and the preparatory pressure supplied to the shift destination hydraulic clutch Cn. Time measuring means (ECU 80, S200 to S210) for measuring the time until (actual oil pressure (ON side actual pressure)) reaches the specified value qs, and comparing means for comparing the measured time with a predetermined value ta ( ECU 80, S214, S218) and preparatory pressure increasing / decreasing means (ECU 80, S216, S220) for increasing / decreasing the preparatory pressure, more precisely the preparative pressure command value QAT0 according to the comparison result of the comparing means. In other words, since the rise to the hydraulic pressure at which the actual shifting operation can be performed is not managed by time, the parts such as the clutch clearance Even if the volume of the oil path by the influence of individual variations (volume) is changed time increases or decreases, without being affected, it is possible to realize the shift feeling that the driver desires.

  Further, the target time of the torque phase is calculated based on at least a parameter indicating the driver's required driving force for the engine E, specifically the accelerator opening AP, and the engine torque at the end of the target time from the initial value. Since the target inclination until reaching the equivalent value is calculated and the hydraulic pressure command value QAT is calculated based on the target inclination, the target time of the torque phase is shortened, for example, when the accelerator opening AP is large. While making the slope steep, when the accelerator pedal opening AP is small, it is possible to realize a shift feeling desired by the driver, such as extending the target time to make the target slope gentle.

  Further, the time until the preparatory pressure supplied to the shift destination hydraulic clutch Cn reaches the specified value qs is measured, and the preparatory pressure is determined according to the comparison result obtained by comparing the measured time with the predetermined value ta. Precisely, the preparatory pressure command value QAT0 is increased or decreased, so that even if the preparatory pressure including invalid stroke filling becomes excessive or insufficient due to changes in the volume of the oil passage due to individual variations in parts such as clutch clearance, etc. By changing the preparatory pressure in accordance with the comparison result, it is possible to realize a shift feeling desired by the driver.

  That is, it should be linear as shown by the solid line by the above process, but the change in the volume of the oil passage due to the influence of individual variations in the clutch clearance, etc. The rise of oil pressure during the preparation period also affects the actual oil pressure (ON side actual pressure) which may be earlier or later than the expected time, but such inconvenience can be eliminated and the driver Can achieve the desired speed change feeling.

  In the above description, the upshift from the second speed to the third speed has been described as an example, but the same applies to the upshift of other speed stages.

  Further, although clutch clearances, disc springs (wave springs), and accumulators have been exemplified as parts that affect the hydraulic pressure rising characteristics, they are not limited thereto.

  Although the parallel shaft type automatic transmission has been described as an example, the present invention is also applicable to a planetary type automatic transmission.

  T automatic transmission (transmission), E internal combustion engine (engine), O hydraulic circuit, 14, 16, 18, 20, 22, 24, 28, 30, 32, 34, 36, 42 gear, Cn hydraulic clutch (friction mechanism) Combination element), 58 vehicle speed sensor, 60 crank angle sensor, 62 absolute pressure sensor, 64, 66 rpm sensor, 76 accelerator opening sensor, 80 electronic control unit (ECU)

Claims (1)

  It is connected to an internal combustion engine mounted on the vehicle, and has a plurality of gears and friction engagement elements, and discharges hydraulic fluid from the friction engagement elements at the current speed stage, while at the same time the friction stages at the speed stage of the speed change destination. An automatic transmission that supplies hydraulic fluid to the coupling element and shifts the output of the internal combustion engine via a gear corresponding to the speed stage of the speed change destination among the plurality of gears; and a speed stage of the speed change destination When the speed is changed based on a preparation pressure supply means for supplying the hydraulic oil as a preparation pressure for preparation for gear shifting including the invalid stroke filling in the friction engagement element, and at least a parameter indicating a driver's required driving force for the internal combustion engine Target torque phase time calculating means for calculating a target time of the torque phase of the engine, engine output torque estimating means for estimating the output torque of the internal combustion engine based on a parameter indicating an operating state of the internal combustion engine, and the variable Until the initial value of the transmission torque of the previous friction engagement element increases with time and reaches a value corresponding to the calculated output torque of the internal combustion engine at the end of the calculated target time of the torque phase Torque target inclination calculating means for calculating the torque target inclination of the engine, torque hydraulic pressure converting means for converting the calculated torque target inclination to a hydraulic pressure target inclination that is a pressure of the hydraulic oil, and at least the converted hydraulic target inclination. The hydraulic pressure command value to be supplied to the frictional engagement element at the shift destination by searching separately set characteristics in the area where the part affecting the hydraulic pressure rise characteristic acts and the area after the part acts Hydraulic pressure command value calculating means for calculating the hydraulic oil, hydraulic oil supply means for supplying the hydraulic oil to the friction engagement element at the shift destination based on the calculated command value, and supply to the friction engagement element at the shift destination. A time measuring means for measuring a time until the prepared preparation pressure reaches a specified value, a comparing means for comparing the measured time with a predetermined value, and the preparation pressure is increased or decreased according to a comparison result of the comparing means. A control device for an automatic transmission, comprising a preparation pressure increasing / decreasing means.

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