JP5272649B2 - Control device for automatic transmission - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a device for controlling an automatic transmission capable of reducing a shifting shock in an up-shift. <P>SOLUTION: A torque-down control means 27 for output of a torque-down command to an engine 2 in an up-shift can execute a first torque down control 27a for output of a torque down command in an inertia phase and a second torque down control 27b for output of a torque down command from a torque phase to the inertia phase. An absorption possibility determining means 25 determines whether the inertia torque generated in the inertia phase can be absorbed with torque down by the first torque down control 27a, and a torque down control selecting means 28 selects the first torque down control 27a when it is possible to absorb the inertia torque with the first torque down control 27a, and selects the second torque down control 27b when it is impossible to absorb the inertia torque. With this structure, the optimum torque down control can be performed. <P>COPYRIGHT: (C)2010,JPO&amp;INPIT

Description

  The present invention relates to an automatic transmission control device mounted on a vehicle or the like, and more particularly to an automatic transmission control device capable of outputting a torque down command to a drive source during an upshift.

  2. Description of the Related Art Conventionally, automatic transmissions mounted on vehicles have used multi-stage automatic transmissions that change gears by gripping frictional engagement elements such as clutches and brakes. In such automatic transmissions, In particular, in an upshift, an inertia torque (inertia torque) is generated in an inertia phase in which the rotation system in the automatic transmission or the engine rotation system is shifted to a low rotation, and there is a possibility that a shift shock may occur.

  For this reason, in the inertia phase of the upshift, the inertia torque is absorbed by executing torque reduction of the engine to prevent the occurrence of a shift shock (see Patent Document 1). Further, not only torque reduction in the inertia phase but also torque reduction from a torque phase before the inertia phase has been proposed (see Patent Document 2).

Japanese Patent Laid-Open No. 2-45627 JP-A-7-139381

  By the way, if torque reduction is performed from the torque phase as in the above-mentioned Patent Document 2, torque reduction starts in the torque phase where no inertia torque is generated. There is a problem that shock is likely to occur. Therefore, it is ideal that the torque reduction is executed in response to the occurrence of inertia torque in the inertia phase.

  However, if there is a large change in rotation caused by the upshift (the difference in the number of revolutions before and after the upshift) and the inertia torque generated during the shift is large, while the engine output is not very large, such a large inertia torque is generated. Cannot be absorbed only by torque reduction of the engine, and there is a problem that a shift shock (acceleration shock) due to inertia torque occurs.

  The phenomenon that the inertia torque cannot be absorbed by the torque reduction of the engine in this way is, for example, when shifting is executed by releasing the manual operation (manual operation) mode and shifting to the automatic transmission mode. Upshift shift when the hold state is released from the state where the execution of the shift of the automatic judgment is held, for example, when the shift is released after temporarily waiting for the shift during cornering It is easy to occur in.

  Therefore, the present invention makes it possible to appropriately select the first torque down control executed in the inertia phase and the second torque down control executed in the inertia phase before the start of the inertia phase, and thereby upshift speed change. It is an object of the present invention to provide a control device for an automatic transmission capable of reducing a shift shock in the automatic transmission.

The present invention according to claim 1 (see, for example, FIGS. 1 to 8) includes an input shaft (10) connected to a drive source (2), an output shaft (11) connected to a drive wheel, and these input shafts. (10) and a plurality of friction engagement elements (for example, C-1, C-2, C-3, B-1, B-2) that change the transmission path between the output shaft (11). In the control device (1) of the automatic transmission (3) for performing a shift by changing the transmission path by changing the plurality of friction engagement elements,
A first torque down control (27a) for outputting a torque down command to the drive source (2) during an inertia phase in which the rotational speed (Nin) of the input shaft (10) changes during an upshift. Torque down control means (27) capable of executing a second torque down control (27b) for outputting a torque down command to the drive source (2) during the inertia phase from the start of the inertia phase;
Absorbability determining means for determining whether or not the inertia torque generated in the inertia phase of the upshift can be absorbed by the torque reduction of the drive source (2) by the first torque down control (27a). 25)
A shock occurrence determination means (26) for determining whether or not a deceleration acceleration of a predetermined amount or more is generated by the execution of the second torque down control (27b);
Based on the fact that the absorbable determination means (25) determines that the inertia torque can be absorbed by the first torque down control (27a), the execution of the first torque down control (27a) is selected, The absorbability determining means (25) determines that the inertia torque cannot be absorbed by the first torque down control (27a) , and the shock occurrence determining means (26) does not generate a deceleration acceleration greater than the predetermined amount. Torque down control selection means (28) for selecting execution of the second torque down control (27b) when it is determined that
The control apparatus (1) for an automatic transmission is characterized by the above.

According to the second aspect of the present invention (see, for example, FIGS. 4 and 6), the absorbability determining means (25) is configured such that the accelerator opening (θd) is within a predetermined opening range and the rotation speed of the output shaft. When (No) is within the range of the predetermined rotation speed (that is, within the range of the region E), it is determined by the first torque down control (27a) that the inertia torque cannot be absorbed.
Sometimes the control apparatus for an automatic transmission (1) according to claim 1, wherein.

According to the third aspect of the present invention (see, for example, FIGS. 4 and 6), the shock occurrence determination means (26) is configured such that the input torque input to the input shaft (10) is the rotational speed (No. ), When it is equal to or less than the input torque threshold value (ie, Vθd) set according to
The control apparatus (1) for an automatic transmission according to claim 1 or 2 , characterized in that

The present invention according to claim 4 (see, for example, FIG. 4 and FIG. 5) includes a shift determining means (23) for determining a shift based on a running state;
Shift holding means (22) capable of holding at a shift stage different from the shift determined by the shift determining means (23);
Holding release shift determination means (24) for determining whether or not the upshift is performed when the shift position holding means (22) is released.
The torque down control selection means (28) determines that the upshift is performed when the hold release shift determination means (24) determines that the upshift is executed when the shift stage is released. 1 torque down control (27a) or the second torque down control (27b) is selected.
The control apparatus (1) for an automatic transmission according to any one of claims 1 to 3, wherein

According to the fifth aspect of the present invention (see, for example, FIGS. 4, 5, and 8), the holding release shift determining means (24) increases within a predetermined time (T) after the holding of the shift stage is released. Based on whether or not it is a shift shift, it is determined whether or not it is an upshift performed when the holding of the shift stage is released.
The control apparatus (1) for an automatic transmission according to claim 4 is characterized in that:

  In addition, although the code | symbol in the said parenthesis is for contrast with drawing, this is for convenience for making an understanding of invention easy, and has no influence on the structure of a claim. It is not a thing.

  According to the first aspect of the present invention, the first torque-down control is performed based on the fact that it is determined that the inertia torque can be absorbed by the first torque-down control that outputs a torque-down command to the drive source during the inertia phase. And executing a second torque down control for outputting a torque down command to the drive source during the inertia phase from the start of the inertia phase based on the determination that the inertia torque cannot be absorbed by the first torque down control. As a result, the shift shock is usually reduced by reducing the torque of the drive source in the inertia phase, and if the inertia torque cannot be absorbed by the torque decrease of the drive source in the inertia phase, the shift is performed by reducing the torque before the start of the inertia phase. Shock can be reduced. In other words, the first torque down control and the second torque down control can be selected as appropriate, and the torque down control can be optimized according to the state of the upshift. Shock can be reduced.

In addition, since it is determined that the inertia torque cannot be absorbed by the first torque-down control and it is determined that the deceleration acceleration of a predetermined amount or more is not generated, the execution of the second torque-down control is selected. By executing the torque down control, it is possible to prevent a larger shift shock from being caused, and it is possible to reduce the shift shock in the upshift as a whole.

According to the second aspect of the present invention, the inertia torque is absorbed by the first torque down control when the accelerator opening is within the predetermined opening range and the rotation speed of the output shaft is within the predetermined rotation speed range. It can be determined that it is impossible.

According to the third aspect of the present invention, when the input torque input to the input shaft is less than or equal to the input torque threshold set in accordance with the rotational speed of the output shaft, a deceleration acceleration of a predetermined amount or more is not generated. Can be determined.

According to the fourth aspect of the present invention, when it is determined that the upshift is executed when the shift position is released, the first torque down control or the second torque down control is selected. Therefore, the torque reduction control is effectively performed when the inertia torque cannot be absorbed by the first torque reduction control, that is, when the rotational speed difference before and after the shift is large and the output torque of the drive source is likely to be small. Can be selected.

According to the fifth aspect of the present invention, the upshift executed when the shift position is released based on whether or not the upshift is within a predetermined time after the shift position is released. It can be determined whether or not the speed is changed.

  Embodiments according to the present invention will be described below with reference to the drawings.

  First, a schematic configuration of an automatic transmission 3 to which the present invention can be applied will be described with reference to FIG. As shown in FIG. 1, for example, an automatic transmission 3 suitable for use in an FF type (front engine, front drive) vehicle is an input of an automatic transmission that can be connected to an engine (drive source) 2 (see FIG. 4). A shaft 8 is provided, and a torque converter 4 and an automatic transmission mechanism 5 are provided around the axial direction of the input shaft 8.

  The torque converter 4 includes a pump impeller 4a connected to the input shaft 8 of the automatic transmission 3, and a turbine runner 4b to which the rotation of the pump impeller 4a is transmitted via a working fluid. The runner 4 b is connected to the input shaft 10 of the automatic transmission mechanism 5 disposed coaxially with the input shaft 8. Further, the torque converter 4 is provided with a lock-up clutch 7, and when the lock-up clutch 7 is engaged, the rotation of the input shaft 8 of the automatic transmission 3 causes the input shaft of the automatic transmission mechanism 5 to rotate. 10 is transmitted directly.

  The automatic transmission mechanism 5 includes a planetary gear SP and a planetary gear unit PU on the input shaft 10. The planetary gear SP is a so-called single pinion planetary gear that includes a sun gear S1, a carrier CR1, and a ring gear R1, and has a pinion P1 that meshes with the sun gear S1 and the ring gear R1.

  The planetary gear unit PU has a sun gear S2, a sun gear S3, a carrier CR2, and a ring gear R2 as four rotating elements. The long gearion PL meshed with the sun gear S2 and the ring gear R2 and the sun gear S3 This is a so-called Ravigneaux type planetary gear that has meshing short pinions PS that mesh with each other.

  The sun gear S1 of the planetary gear SP is connected to a boss portion (not shown) that is integrally fixed to the mission case 9, and the rotation is fixed. The ring gear R1 is in the same rotation as the rotation of the input shaft 10 (hereinafter referred to as “input rotation”). Further, the carrier CR1 is decelerated by decelerating the input rotation by the fixed sun gear S1 and the ring gear R1 that rotates, and is connected to the clutch C-1 and the clutch C-3.

  The sun gear S2 of the planetary gear unit PU is connected to a brake B-1 formed of a band brake so as to be freely fixed to the transmission case, and is connected to the clutch C-3 via the clutch C-3. Thus, the decelerated rotation of the carrier CR1 can be input. The sun gear S3 is connected to the clutch C-1, so that the decelerated rotation of the carrier CR1 can be input.

  Further, the carrier CR2 is connected to a clutch C-2 to which the rotation of the input shaft 10 is input, and the input rotation can be freely input via the clutch C-2, and the one-way clutch F-1 and Connected to the brake B-2, rotation in one direction is restricted with respect to the transmission case via the one-way clutch F-1, and rotation can be fixed via the brake B-2. The ring gear R2 is connected to a counter gear (output shaft) 11, and the counter gear 11 is connected to driving wheels via a counter shaft and a differential device (not shown).

  Next, based on the above configuration, the shifting operation (changing the transmission path) of the automatic transmission mechanism 5 will be described with reference to FIGS. 1, 2, and 3. In the velocity diagram shown in FIG. 3, the vertical axis indicates the rotational speed of each rotating element (each gear), and the horizontal axis indicates the gear ratio of these rotating elements. Further, in the planetary gear SP portion of the velocity diagram, the vertical axis corresponds to the sun gear S1, the carrier CR1, and the ring gear R1 in order from the left side in FIG. Further, in the planetary gear unit PU of the velocity diagram, the vertical axis corresponds to the sun gear S3, the ring gear R2, the carrier CR2, and the sun gear S2 in order from the right side in FIG.

  For example, in the D (drive) range and the first forward speed (1ST), as shown in FIG. 2, the clutch C-1 and the one-way clutch F-1 are engaged. Then, as shown in FIGS. 1 and 3, the rotation of the carrier CR1 that is decelerated and rotated by the fixed sun gear S1 and the ring gear R1 that is the input rotation is input to the sun gear S3 via the clutch C-1. Further, the rotation of the carrier CR2 is restricted in one direction (forward rotation direction), that is, the carrier CR2 is prevented from rotating in the reverse direction and is fixed. Then, the decelerated rotation input to the sun gear S3 is output to the ring gear R2 via the fixed carrier CR2, and the forward rotation as the first forward speed is output from the counter gear 11.

  During engine braking (coast), the brake B-2 is locked to fix the carrier CR2, and the forward first speed state is maintained by preventing the carrier CR2 from rotating forward. . Further, at the first forward speed, the one-way clutch F-1 prevents the carrier CR2 from rotating in the reverse direction and enables forward rotation, so that the first forward speed when switching from the non-traveling range to the traveling range, for example. Can be smoothly achieved by the automatic engagement of the one-way clutch F-1.

  In the second forward speed (2ND), as shown in FIG. 2, the clutch C-1 is engaged and the brake B-1 is locked. Then, as shown in FIGS. 1 and 3, the rotation of the carrier CR1 that is decelerated and rotated by the fixed sun gear S1 and the ring gear R1 that is the input rotation is input to the sun gear S3 via the clutch C-1. Further, the rotation of the sun gear S2 is fixed by the locking of the brake B-1. Then, the carrier CR2 is decelerated and rotated at a speed lower than that of the sun gear S3, the decelerated rotation input to the sun gear S3 is output to the ring gear R2 via the carrier CR2, and the forward rotation as the second forward speed is counter gear. 11 is output.

  In the third forward speed (3RD), as shown in FIG. 2, the clutch C-1 and the clutch C-3 are engaged. Then, as shown in FIGS. 1 and 3, the rotation of the carrier CR1 that is decelerated and rotated by the fixed sun gear S1 and the ring gear R1 that is the input rotation is input to the sun gear S3 via the clutch C-1. Further, the reduced rotation of the carrier CR1 is input to the sun gear S2 by the engagement of the clutch C-3. That is, since the reduction rotation of the carrier CR1 is input to the sun gear S2 and the sun gear S3, the planetary gear unit PU is directly connected to the reduction rotation, and the reduction rotation is output to the ring gear R2 as it is, and the forward rotation as the third forward speed is performed. Output from the counter gear 11.

  At the fourth forward speed (4TH), as shown in FIG. 2, the clutch C-1 and the clutch C-2 are engaged. Then, as shown in FIGS. 1 and 3, the rotation of the carrier CR1 that is decelerated and rotated by the fixed sun gear S1 and the ring gear R1 that is the input rotation is input to the sun gear S3 via the clutch C-1. Further, the input rotation is input to the carrier CR2 by engaging the clutch C-2. Then, due to the decelerated rotation input to the sun gear S3 and the input rotation input to the carrier CR2, the decelerated rotation is higher than the third forward speed and is output to the ring gear R2, and the forward rotation as the fourth forward speed is performed. Is output from the counter gear 11.

  At the fifth forward speed (5TH), as shown in FIG. 2, the clutch C-2 and the clutch C-3 are engaged. Then, as shown in FIGS. 1 and 3, the rotation of the carrier CR1 that is decelerated and rotated by the fixed sun gear S1 and the ring gear R1 that is the input rotation is input to the sun gear S2 via the clutch C-3. Further, the input rotation is input to the carrier CR2 by the engagement of the clutch C-2. Then, due to the decelerated rotation input to the sun gear S2 and the input rotation input to the carrier CR2, the rotation speed is slightly higher than the input rotation and is output to the ring gear R2, which is the forward rotation as the fifth forward speed. Is output from the counter gear 11.

  At the sixth forward speed (6TH), as shown in FIG. 2, the clutch C-2 is engaged, and the brake B-1 is locked. Then, as shown in FIGS. 1 and 3, the input rotation is input to the carrier CR2 by the engagement of the clutch C-2. Further, the rotation of the sun gear S2 is fixed by the locking of the brake B-1. Then, the input rotation of the carrier CR2 becomes higher than the forward fifth speed by the fixed sun gear S2, and is output to the ring gear R2, and the forward rotation as the sixth forward speed is output from the counter gear 11. .

  In the first reverse speed (REV), as shown in FIG. 2, the clutch C-3 is engaged and the brake B-2 is locked. Then, as shown in FIGS. 1 and 3, the rotation of the carrier CR1 that is decelerated and rotated by the fixed sun gear S1 and the ring gear R1 that is the input rotation is input to the sun gear S2 via the clutch C-3. Further, the rotation of the carrier CR2 is fixed by the locking of the brake B-2. Then, the decelerated rotation input to the sun gear S2 is output to the ring gear R2 via the fixed carrier CR2, and the reverse rotation as the first reverse speed is output from the counter gear 11.

  For example, in the P (parking) range and the N (neutral) range, the clutch C-1, the clutch C-2, and the clutch C-3 are released. Then, the carrier CR1, the sun gear S2, and the sun gear S3, that is, the planetary gear SP and the planetary gear unit PU are disconnected, and the input shaft 10 and the carrier CR2 are disconnected. Thereby, the power transmission between the input shaft 10 and the planetary gear unit PU is disconnected, that is, the power transmission between the input shaft 10 and the counter gear 11 is disconnected.

  Next, a schematic configuration of the control device 1 for the automatic transmission according to the present invention will be described with reference to FIG.

  As shown in FIG. 4, the control device 1 of the automatic transmission has a control unit (ECU) 20, which includes an accelerator opening sensor 71 and an output shaft rotation speed (vehicle speed) sensor 72. A manual transmission operation unit 75 and the like are connected. The control unit 20 includes a shift execution unit 21 having a shift holding unit 22, a shift determination unit 23, a shift map map, a hold release shift determination unit 24 having a hold release timer 24a, an absorbability determination unit 25, a shock occurrence determination unit. 26, torque-down control means 27 and torque-down control selection means 28 capable of executing the first torque-down control 27a or the second torque-down control 27b are provided.

  The hydraulic control device 6 is provided with a plurality of linear solenoid valves (not shown) that can regulate and output the hydraulic pressure in response to an electronic command from the control unit 20 (shifting execution means 21). 5 by adjusting the engagement pressure freely to the hydraulic servos (not shown) of the clutches C-1, C-2, C-3 and the brakes B-1, B-2. The engagement / release state can be freely controlled, that is, the gear position can be changed freely.

  For example, when the shift determining means 23 is in the automatic shift mode based on the operation position of a shift lever (not shown), the accelerator opening θd detected by the accelerator opening sensor 71 and the output shaft rotation speed sensor 72 are used. Based on the detected output shaft rotational speed No (that is, the vehicle speed V) (that is, based on the traveling state), the shift map map is referred to, and the optimum shift (shift stage) in the automatic shift mode is determined. In the shift map map, shift points (upshift points and downshift points) for each shift stage are recorded in advance in association with the accelerator opening θd and the output shaft rotational speed No (for example, FIG. 6). reference).

  The shift executing means 21 is operated in the automatic shift mode when the shift determining means 23 determines the shift, or in the manual shift mode based on, for example, the operating position of the shift lever. When this is done, an electronic command is sent to the hydraulic control device 6 to execute a reshuffling shift of the clutches C-1, C-2, C-3 and the brakes B-1, B-2.

  The shift holding means 22 is the shift determined by the shift determining means 23 in the automatic shift mode, for example, during the manual shift mode, during cornering or when traveling on an uphill / downhill road, etc. Control (gear stage holding control) for holding at different gear positions is performed. Note that the shift holding means 22 forcibly cancels the holding of the shift stage when, for example, in the manual shift mode, etc., and there is a possibility that the shift stage is continuously held and causes an overrev or engine stop, for example, a shift determination is performed. The speed is changed to the gear position determined by the means 23 (in the automatic speed change mode).

  The hold release shift determining means 24 is determined by the held shift speed and the shift determining means 23 (in the automatic shift mode) when the gear position holding control by the shift holding means 22 is terminated and released. It is determined whether the shift is executed due to the difference between the shift speed and whether the shift is simply determined by the shift determination means 23. Specifically, when the gear position holding control by the shift holding means 22 is finished, the time measurement by the holding release timer 24a is started, and the holding of the gear position is released depending on whether or not a shift is executed within a predetermined time T. It is determined whether or not the speed change is executed at the time.

  On the other hand, the torque-down control means 27, for example, a command for stopping or suppressing the fuel injection (fuel cut) or a command for retarding the spark timing control in accordance with the command for the re-shifting by the shift execution means 21. Etc., and in particular, torque down control of the engine 2 is performed to absorb inertia torque during upshift. As will be described in detail later, the torque-down control means 27 includes a first torque-down control 27a that executes torque-down in the inertia phase, and from the torque phase (before the start of the inertia phase) to the inertia phase, that is, the first torque-down control. The two types of torque reduction control 27b for executing torque reduction for a longer time than the control can be selectively executed.

  Further, the absorbability determining means 25 determines whether or not the inertia torque generated in the inertia phase during the upshift can be absorbed only by the torque reduction of the engine 2 by the first torque down control 27a. Specifically, the higher the output shaft rotational speed No, the larger the rotational speed difference before and after the shift and the greater the inertia torque, and the lower the accelerator opening θd, the smaller the limit of the torque down amount by the engine 2. Thus, the threshold value for determining whether or not absorption is possible is defined in a predetermined area of the shift map map. In other words, in the present embodiment, the absorbability determination means 25 can absorb the inertia torque by referring to whether the relationship between the current output shaft rotational speed No and the accelerator opening θd is in a predetermined region of the shift map map. It is determined whether or not. For example, in the case of a 3-4 upshift, it is determined that absorption is not possible when the vehicle is in the region E shown in FIG.

  In FIG. 6, the region below the output shaft rotational speed No 1 that is the boundary of the region E is a region where the generated inertia torque is small (allowable), and is equal to or higher than the output shaft rotational speed No 2 that is the boundary of the region E. The region is an overrev region at the third forward speed, and in a region where the accelerator opening is smaller than region E, the output torque of engine 2 is small and torque reduction itself is impossible. In the region where the accelerator opening is large, the output torque of the engine 2 is sufficiently high, so that the inertia torque can be absorbed by the first torque down control 27a (torque down of the inertia phase only).

  Further, the shock occurrence determination means 26 determines whether or not a shift shock of a predetermined amount or more, that is, a deceleration acceleration of a predetermined amount or more is generated when the torque reduction is executed particularly in the torque phase of the upshift. Specifically, the higher the output shaft rotational speed No, the smaller the shift shock (deceleration feeling) when torque reduction is executed, and the higher the input torque input to the input shaft 10 (that is, the accelerator opening θd), the higher the torque. Since the shift shock (deceleration feeling) when the down is executed increases, the threshold for determining whether or not a shift shock (deceleration acceleration) of a predetermined amount or more occurs as described above is a predetermined area of the shift map map. It is prescribed. In other words, in the present embodiment, the shock occurrence determination means 26 refers to whether or not the inertia torque is below a predetermined threshold value of the shift map map based on the relationship between the current output shaft rotational speed No and the accelerator opening θd. It is determined whether or not can be absorbed. For example, in the case of a 3-4 upshift, as shown in FIG. 6, a threshold (input) that increases the accelerator opening θd (a magnitude that can tolerate a shift shock) according to the output shaft rotation speed No (vehicle speed V). It is determined whether or not the torque threshold value is equal to or less than Vθd.

  This threshold value Vθd is a shift shock (acceleration in the acceleration direction) that has not been absorbed by the first torque down control 27a (shift acceleration in the acceleration direction) and is caused by executing the second torque down control 27b. It is preferable to set the value such that (acceleration in the deceleration direction) becomes larger (the absolute value of acceleration becomes larger).

  Therefore, for example, in 3-4 upshift, it is impossible to absorb the inertia torque by the first torque down control 27a (torque down of the inertia phase only) and the second torque down control 27b is executed. A region where the shift shock is small is a region D shown in FIG. Further, for example, the situation where the gear position is the third forward speed and the accelerator opening θd and the output shaft rotation speed No are in this region D (the same applies to the region E) means that the gear is shifted beyond the 3-4UP shift point. In other words, in the upshift to be executed when the gear position holding control is performed by the above-described shift holding means 22 and then the control is released, the first torque reduction is performed. An upshift gear shift that cannot absorb the inertia torque is caused by the control 27a. In other words, the second torque down control 27b is selected in the upshift gear shift when the gear position holding control is canceled. A favorable situation will occur.

  The torque down control selection means 28 determines that the above-described hold release shift determination means 24 is an upshift executed when the gear position hold control is released, and then absorbs the determination means 25. Determination result (whether the inertia torque can be absorbed by the first torque-down control 27a) and the determination result of the shock occurrence determination means 26 (whether a shift shock is generated by executing torque-down in the torque phase) (That is, based on whether or not the vehicle is in the region D of the shift map map), as the torque down control in the upshift, the first torque down control 27a or the second torque down control 27b is selected and the torque down control is performed. Command means 27.

  Next, the control performed by the automatic transmission control device 1 shown in FIG. 4 will be described with reference to the flowchart shown in FIG. 5 and two types of upshifts shown in FIGS. 7 and 8.

  While being controlled by the control device 1 of the automatic transmission (S1 in FIG. 6), as shown in FIG. 7, for example, a manual shift mode based on an operation input of the manual shift operation unit 75, that is, a gear by the shift holding means 22 When, for example, the automatic shift mode is shifted to time point t1 from the state maintained at the third forward speed by the step maintaining control (S2 in FIG. 6), the shift determining means 23 is operated by the accelerator opening. Based on θd and the output shaft rotational speed No, the shift map map is referred to determine the 3-4 upshift, and the shift execution means 21 starts the 3-4 upshift at time t2.

  At this time, the hold release shift determination means 24 starts measuring the hold release timer 24a at the time t1 when the gear stage hold control is released (S3 in FIG. 6), and the shift execution means 21 is 3- It is determined whether or not a 4-upshift is started (S4 in FIG. 6). For example, if the upshift is not started within the predetermined time T (NO in S4 in FIG. 6), the upshift is not caused by the release of the gear position holding control, that is, the shift in the shift map map is performed. Since the shift is in accordance with the point, the torque down control means 27 executes the first torque down control 27a in the inertia phase as usual (S7 in FIG. 6).

  On the other hand, as shown in FIG. 7, for example, when the upshift is started within a predetermined time T (YES in S4 in FIG. 6), the upshift that has occurred due to the release of the gear position holding control is performed. Therefore, the condition A is determined by the absorbability determining means 25, and the condition B is determined by the shock occurrence determining means 26 (S5 in FIG. 6). That is, as described above, the absorbability determination means 25 is held at the third forward speed by the gear position holding control, so that the accelerator opening degree θd and the output shaft rotational speed No are in the region E of the shift map map shown in FIG. That is, it is determined whether the inertia torque cannot be absorbed by the inertia phase engine torque down (first torque down control 27a).

  Further, as described above, as a result of the shock occurrence determination means 26 being held at the third forward speed by the gear position holding control, the accelerator opening degree θd and the output shaft rotational speed No are the threshold value Vθd of the shift map map shown in FIG. In other words, it is determined whether or not the deceleration due to engine torque down (second torque down control 27b) in the torque phase is equal to or less than a predetermined amount.

  When it is determined by the absorbability determining means 25 and the shock occurrence determining means 26 that these conditions A and B are not satisfied (NO in S5 in FIG. 6), that is, the accelerator opening θd and the output shaft rotational speed No. 6 is outside the region D shown in FIG. 6, that is, the inertia torque can be absorbed by the first torque down control 27a, or if the second torque down control 27b is executed, the shift shock becomes large. In response to this, the torque down control selection means 28 selects the first torque down control 27a, and the torque down control means 27 executes the first torque down control 27a (S7 in FIG. 6).

  That is, the shift execution means 21 starts the engagement control of the clutch C-4 and the release control of the clutch C-3 from the time point t2, and distributes the torque while sliding the clutch C-4 and the clutch C-3. -3 to the clutch C-4 (torque phase), and the clutch C-4 is engaged while releasing the clutch C-3 from time t4 to actually change the input shaft rotational speed Nin (inertia phase). ), Execute a shift.

  At this time, as shown in FIG. 7, when the inertia phase is started at time t4, the torque down control means 27 outputs a torque down command (request) to the engine 2 almost at the same time. For example, the output torque is reduced by retarding the spark timing. As a result, the driving force output to the driving wheel has a form in which the inertia torque in the inertia phase and the torque reduction of the engine 2 are offset, and the occurrence of a shift shock is prevented.

  Thereafter, for example, at time t5, when it is detected that the input shaft rotational speed Nin is within a difference ΔNin from the input shaft rotational speed after shifting based on the gear ratio of the fourth forward speed, the torque-down control means 27 Control is performed so that the torque-down command ends at time t5 ′ when the end of the inertia phase is actually estimated, and the shift execution means 21 completely releases the clutch C-3 and completes the engagement of the clutch C-4. (Completion control), the 3-4 upshift is completed at time t6 (S8 in FIG. 6).

  On the other hand, as shown in FIG. 8, the gear position holding control is released at time t1 (S2 in FIG. 6), and the shift determination means 23 refers to the shift map map based on the accelerator opening θd and the output shaft rotational speed No. When the 3-4 upshift is determined and the shift execution means 21 starts the 3-4 upshift at time t2, similarly, the hold release shift determination means 24 starts to measure the hold release timer 24a ( 6 (S3 in FIG. 6), it is determined whether or not the shift execution means 21 has started the 3-4 upshift within a predetermined time T (S4 in FIG. 6).

  Here, for example, when the upshift is started within the predetermined time T (YES in S4 in FIG. 6) and it is determined that the upshift is generated due to the release of the gear position holding control, as described above. Furthermore, the condition A is determined by the absorbability determining means 25, and the condition B is determined by the shock occurrence determining means 26 (S5 in FIG. 6). At this time, if it is determined by the absorption capability determination means 25 and the shock occurrence determination means 26 that these conditions A and B are satisfied (YES in S5 in FIG. 6), that is, the accelerator opening θd and the output shaft When the rotational speed No is within the range of the region D shown in FIG. 6, that is, the inertia torque cannot be absorbed by the first torque down control 27a, and the shift shock is large even if the second torque down control 27b is executed. In response, the torque down control selection means 28 selects the second torque down control 27b, and the torque down control means 27 executes the second torque down control 27b (S6 in FIG. 6).

  That is, the shift execution means 21 starts the engagement control of the clutch C-4 and the release control of the clutch C-3 from the time point t2, and distributes the torque while sliding the clutch C-4 and the clutch C-3 at the time point t3. Is shifted from the clutch C-3 to the clutch C-4 (torque phase), and the clutch C-4 is engaged while releasing the clutch C-3 from the time t4 so as to actually change the input shaft rotational speed Nin. (Inertia phase), shifting is executed.

  At this time, as shown in FIG. 8, when the torque phase is started at time t3, the torque down control means 27 outputs a torque down command (request) to the engine 2 almost at the same time. Perform a fuel cut to reduce the output torque. As a result, the output torque of the engine 2 decreases in the torque phase, and the input shaft rotational speed Nin starts to decrease due to the decrease in the engine rotational speed. The rotational speed difference before and after the shift before the start of the inertia phase at time t4 Can be reduced. Therefore, as shown in FIG. 8, even if the actual inertia phase is started from the time point t4, the difference in rotational speed that changes is small, and the amount of inertia torque generated is smaller than that of the inertia torque shown in FIG.

  Thereafter, for example, at time t5, when it is detected that the input shaft rotational speed Nin is within a difference ΔNin from the input shaft rotational speed after shifting based on the gear ratio of the fourth forward speed, the torque-down control means 27 Control is performed so that the torque-down command (fuel cut) is completed, and the shift execution means 21 completely releases the clutch C-3 and completes the engagement of the clutch C-4 (completion control). The -4 upshift is completed (S8 in FIG. 6).

  According to the control apparatus 1 for an automatic transmission according to the present invention described above, the inertia torque can be absorbed by the first torque down control 27a that outputs a torque down command to the engine 2 during the inertia phase by the absorbability determining means 25. Based on the determination that there is, the torque-down control selection means 28 selects the first torque-down control 27a and causes the torque-down control means 27 to execute it. The torque down control selection means 28 outputs a torque down command to the engine 2 during the inertia phase from the torque phase (before the start of the inertia phase). Is selected and executed by the torque-down control means 27. Achieving a reduction in shift shock by the torque down of the engine 2, and when it is not possible to absorb the inertia torque by the torque down of the engine 2 in the inertia phase may be reduced shift shock by the torque-down from the torque phase. In other words, the first torque down control 27a and the second torque down control 27b can be selected as appropriate, and the torque down control can be optimized according to the state of the upshift. The shift shock can be reduced.

  Further, when it is determined that the inertia torque cannot be absorbed by the first torque-down control unit 27a by the absorbability determining unit 25 and it is determined by the shock generation determining unit 26 that the deceleration acceleration of a predetermined amount or more is not generated, Since the torque down control selection means 28 selects the execution of the second torque down control 27b, the execution of the second torque down control 27b can prevent the occurrence of a larger shift shock and is generally improved. Reduction of shift shock in shift shift can be achieved.

  Further, the absorbable determination means 25 specifically determines when the accelerator opening θd is within a predetermined opening range and the output shaft rotational speed No is within a predetermined rotational speed, that is, the accelerator opening θd and the output shaft rotation. When the number No is within the range of the region E, the first torque down control 27a can determine that the inertia torque cannot be absorbed.

  More specifically, the shock occurrence determination means 26 has a predetermined amount or more when the input torque (that is, the accelerator opening θd) input to the input shaft is equal to or less than a threshold value Vθd set according to the output shaft rotational speed No. It can be determined that deceleration acceleration does not occur.

  Further, when the holding release shift determination means 24 determines that the upshift is performed when the gear position holding control is released, the selection of the first torque down control 27a or the second torque down control 27b is performed. Therefore, it is effective in the case where the inertia torque cannot be absorbed by the first torque-down control 27a, that is, when the difference in the input shaft speed before and after the shift is large and the output torque of the engine 2 is small. The torque down control can be selected.

  Further, the holding release shift determination means 24 is executed when the gear stage holding control is released based on whether or not the upshift is within a predetermined time T after the gear stage holding control is released. It can be determined whether or not it is a shift shift.

  In the above-described embodiment, the automatic transmission 3 to which the control device 1 can be applied is described as an example of a multi-stage automatic transmission that can achieve six forward speeds and one reverse speed. However, the present invention is not limited to this, and the present invention can be applied to any automatic transmission that can generate a torque phase and an inertia phase by performing an upshift by changing the friction engagement element.

  In the present embodiment, the absorbability determining means 25 and the shock occurrence determining means 26 perform the respective determinations by referring to the shift map map based on the accelerator opening θd and the output shaft rotational speed No. However, the determination is not limited to this, and the determination may be made by calculation. For example, the absorbability determination means 25 can calculate the amount of inertia torque generated from the difference in the input shaft rotation speed before and after the shift, the estimated shift time, and the like, and calculate the possible torque reduction amount from the output state of the engine 2. Can do. Further, for example, the shock occurrence determination means 26 can calculate the deceleration by multiplying the torque transmission capacity of the friction engagement element in the torque phase by the torque down amount, and can compare it with a predetermined deceleration.

  Further, in the present embodiment, the torque down control unit 27 performs the torque down control by instructing the engine 2 to perform fuel cut, spark timing retardation control, or the like. The throttle of the air intake valve may be controlled, that is, any control may be used as long as torque reduction control of the engine 2 is possible.

The skeleton figure which shows the automatic transmission which can apply this invention. The engagement table of an automatic transmission mechanism. The speed diagram of an automatic transmission mechanism. The block diagram which shows the control apparatus of the automatic transmission which concerns on this invention. The flowchart which shows the torque down control which concerns on this invention. The figure explaining each area | region in a shift map. The time chart which shows an example of the upshift which performed 1st torque down control. The time chart which shows an example of the upshift which performed 2nd torque down control.

Explanation of symbols

1 Automatic transmission control device 2 Drive source (engine)
3 Automatic transmission 10 Input shaft 11 Output shaft 22 Shift holding means 23 Shift determining means 24 Holding release shift determining means 25 Absorbable determining means 26 Shock occurrence determining means 27 Torque down control means 27a First torque down control 27b Second torque down Control 28 Torque-down control selection means Nin Input shaft speed No Output shaft speed T Predetermined time Vθd Input torque threshold (accelerator opening threshold)
θd Accelerator opening

Claims (5)

An input shaft connected to the drive source; an output shaft connected to the drive wheel; and a plurality of friction engagement elements that change a transmission path between the input shaft and the output shaft. In a control device for an automatic transmission that changes speed by changing the transmission path by changing the engagement element,
A first torque down control that outputs a torque down command to the drive source during an inertia phase in which the rotational speed of the input shaft changes during an upshift, and during the inertia phase before the start of the inertia phase. Torque down control means capable of executing second torque down control for outputting a torque down command to the drive source;
Absorbability determination means for determining whether or not inertia torque generated in the inertia phase of the upshift can be absorbed by torque reduction of the drive source by the first torque down control;
A shock occurrence determining means for determining whether or not a deceleration acceleration of a predetermined amount or more is generated by the execution of the second torque down control;
Based on the fact that the absorbability determination means determines that the inertia torque can be absorbed by the first torque down control, the execution of the first torque down control is selected, and the absorbability determination means determines the first torque. When it is determined by the down control that the inertia torque cannot be absorbed , and the shock generation determination means determines that the deceleration acceleration of the predetermined amount or more is not generated , the execution of the second torque down control is selected. Torque down control selection means,
A control device for an automatic transmission. The absorbability determining means cannot absorb inertia torque by the first torque down control when the accelerator opening is within a predetermined opening range and the rotation speed of the output shaft is within a predetermined rotation speed range. It is determined that
The control apparatus for an automatic transmission according to claim 1 . The shock occurrence determination means does not generate a deceleration acceleration greater than the predetermined amount when the input torque input to the input shaft is less than or equal to an input torque threshold set according to the rotation speed of the output shaft. Judging
The control device for an automatic transmission according to claim 1 or 2 . Shift determining means for determining a shift based on a running state;
Shift holding means capable of holding at a shift stage different from the shift determined by the shift determining means;
Holding release shift determining means for determining whether or not the upshift is performed when holding of the shift stage by the shift holding means is released,
The torque down control selection means determines that the first torque down control or the torque reduction control is determined when the hold release shift determination means determines that the shift is an upshift executed when the shift stage is released. The second torque down control is selected.
4. The control device for an automatic transmission according to claim 1 , wherein the control device is an automatic transmission. The hold release shift determination means is configured to execute an upshift shift executed when the shift stage is released based on whether or not the upshift shift is within a predetermined time after the shift stage is released. To determine whether or not
The control apparatus for an automatic transmission according to claim 4 .

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