JP5707837B2 - Shift shock reduction device for automatic transmission - Google Patents

Description

  The present invention relates to a shift shock mitigation device for an automatic transmission capable of shifting to a corresponding shift stage by coupling rotating members by selective engagement of a shift friction element, and in particular, torque fluctuation in a torque phase during shift. The present invention relates to a shift shock reducing device for an automatic transmission that is suppressed by an increase in input torque to the automatic transmission.

In the automatic transmission as described above, the shift from the currently selected shift stage to the corresponding shift stage is performed by switching the engagement / release of the shift friction element.
The time during which the disengagement side shift friction element to be switched from the engaged state to the disengaged state and the engagement side speed change friction element to be switched from the disengaged state to the engaged state are released at the time of the engagement / release switching of the variable speed friction element during the shift. Exists, the transmission input rotation is blown.

Therefore, before the disengagement side speed change friction element is set to 0, the engagement side speed change friction element is switched between engagement and release so that the engagement side speed change friction element starts to have the engagement capacity.
Therefore, there is a so-called overlap period in which both the release-side speed change friction element and the engagement-side speed change friction element have a fastening capacity, and during this period, the transmission output torque is reduced due to a temporary interlocking tendency.
The torque reduction in the torque phase causes a shift shock that decelerates the vehicle.

Conventionally, for example, a device described in Patent Document 1 is known as a shift shock reducing device that prevents a torque drop in the torque phase during a shift.
This proposed technology increases the input torque to the automatic transmission in time for the torque drop in the torque phase, offsets the torque drop by increasing the transmission input torque, and keeps the transmission output torque constant. It is intended to suppress shift shocks.

JP 05-319144 A

  However, when the engagement-side shift friction element of the automatic transmission shifts, when the loss stroke ends, it starts to have the engagement capacity and starts the torque phase, and the timing to start the above-mentioned torque reduction that causes the shift shock (shift shock occurrence timing) ) Varies depending on variations due to individual differences and changes with time of the shift friction element.

  For this reason, it is rare that an increase in transmission input torque, which is performed to cancel out a torque decrease in the torque phase, times the torque decrease in the torque phase.

The input torque for transmission shock reduction is reduced by the fact that the engagement side speed change friction element starts to have the engagement capacity at the end of the loss stroke, starts the torque phase, and delays the timing to start torque reduction (speed change shock generation timing). If the increase is too early for the torque drop in the torque phase,
The transmission output torque tends to change in an increasing direction with respect to the transmission output torque at the start of the shift, and this change causes a shift shock.

The transmission input torque for shifting shock reduction is realized by the fact that the engagement side shifting friction element starts to have the engagement capacity at the end of the loss stroke, starts the torque phase, and the timing for starting the torque reduction (shifting shock generation timing) has become earlier. If the increase in the output is delayed with respect to the torque drop during the torque phase,
The transmission output torque tends to change in a lowering direction than the transmission output torque at the start of the shift, and this change generates a shift shock.

  Even if the timing at which the speed change friction element starts to have a fastening capacity and the torque phase starts and the torque reduction starts (speed change shock generation timing) varies due to individual differences or changes with time of the speed change friction element, Correcting the operating speed of the shift friction element to eliminate the above problem so that the transmission input torque for shock reduction is constantly increased at the timing of starting the torque phase (torque reduction). An object of the present invention is to provide a shift shock reducing device for an automatic transmission that is obtained.

For this purpose, the shift shock reducing device for an automatic transmission according to the present invention is configured as follows.
First, to explain the shift shock reduction device for an automatic transmission that is a prerequisite,
Used in an automatic transmission capable of shifting to the corresponding gear stage by coupling the rotating members by selective engagement of the shift friction element,
The torque fluctuation in the torque phase during the shift is suppressed by increasing the input torque to the automatic transmission.

The present invention is characterized in that a transmission output torque change physical quantity detecting means and a speed change friction element operating speed correcting means as described below are provided for such a speed change reduction device for an automatic transmission.
The former transmission output torque change physical quantity detection means detects a physical quantity related to the output torque change of the automatic transmission from the time of the shift command to the end of the torque phase.
Further, the latter shift friction element operating speed correction means indicates that when the transmission output torque change physical quantity detected by the transmission output torque change physical quantity detection means indicates a change in transmission output torque greater than a set value, the transmission output The operation speed of the shift friction element that is selectively engaged is corrected so that the torque change physical quantity indicates a change in transmission output torque that is less than the set value.

According to the above-described shift shock reduction device for an automatic transmission according to the present invention,
When a physical quantity related to a change in transmission output torque between the time when a shift command is issued and the end of the torque phase indicates a change in transmission output torque that is greater than or equal to a set value, the change in the output torque change physical quantity is less than the set value. In order to correct the operating speed of the shift friction element to be fastened so as to indicate a change in transmission output torque of
It is possible to keep the change in the transmission output torque between the time when the shift command is given and the time when the torque phase is completed below the set value.

Thus, correcting the operating speed of the shift friction element to be fastened so that the change in transmission output torque is kept below the set value,
The transmission input for the reduction of the shift shock is constant even when the shift friction element starts to have the engagement capacity and the torque phase is started (the torque reduction causing the shift shock is started) due to individual differences and changes over time. It means to adjust the torque increase,
It is possible to prevent a large transmission output torque change, that is, a shift shock from occurring due to this time deviation.

In addition, in the present invention, the above timing is not realized by operating the increase timing of the transmission input torque for shifting shock reduction, but by correcting the operating speed of the shift friction element to be engaged. To achieve this, the following effects can be obtained.
That is, if the above timing is realized by operating the transmission input torque increase timing, the above effect can be obtained only under the same shift condition, and the above effect can be obtained when the shift condition is different. Even so, the accuracy is low enough to withstand practical use, and the computation becomes complicated and impractical.
However, as in the present invention, when the above timing is realized by correcting the operating speed of the speed change friction element to be engaged, the same effect can be obtained by the same correction even when the speed change condition is different, and the cost is reduced. Is also practically advantageous.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a schematic diagram showing a power train of a front engine / rear wheel drive hybrid vehicle including a hybrid drive device incorporating a shift shock reducing device for an automatic transmission according to an embodiment of the present invention, together with its control system. FIG. 2 is an engagement logic diagram showing a combination of a selected shift stage of the automatic transmission and engagement / release of a shift friction element in FIG. FIG. 2 is a flowchart showing an operation speed correction control program for a shift friction element performed by the shift shock reduction device in FIG. 4 is a flowchart showing a vehicle vibration determination process program in the control program of FIG. FIG. 4 is an operation time chart showing operation speed correction control of the variable speed friction element according to FIG.

Hereinafter, embodiments of the present invention will be described in detail based on examples shown in the drawings.
<Configuration of Example>
FIG. 1 shows a power train of a front engine / rear wheel drive hybrid vehicle including a hybrid drive device incorporating a shift shock reduction device for an automatic transmission according to an embodiment of the present invention, along with its control system. Is an engine, 2 is an automatic transmission, and 3 is a motor / generator.
In the power train of the hybrid vehicle shown in FIG. 1, the automatic transmission 2 is arranged in tandem at the rear of the engine 1 in the vehicle longitudinal direction as in the case of a normal rear wheel drive vehicle, and the engine 1 (specifically, the crankshaft 1a) A motor / generator 3 is provided coupled to a shaft 5 that transmits the rotation to the input shaft 4 of the automatic transmission 2.

The motor / generator 3 includes an annular stator 3a fixed in the housing and a rotor 3b disposed concentrically with a predetermined air gap in the stator 3a. It acts as a (motor) or a generator (generator), and is disposed between the engine 1 and the automatic transmission 2.
The motor / generator 3 passes through the shaft 5 and is attached to the center of the rotor 3b, and uses the shaft 5 as a motor / generator shaft.

The first clutch CL1 is inserted between the motor / generator 3 and the engine 1, more specifically, between the motor / generator shaft 5 and the engine crankshaft 1a, and the engine 1 and the motor / generator 3 are connected by the first clutch CL1. Combine in a detachable manner.
Here, the first clutch CL1 is assumed to be capable of continuously changing the transmission torque capacity.For example, the first clutch CL1 is capable of changing the transmission torque capacity by continuously controlling the clutch hydraulic oil flow rate and the clutch hydraulic pressure with a proportional solenoid. It consists of a plate clutch.

The motor / generator 3 and the automatic transmission 2 are directly connected to each other by the direct connection of the motor / generator shaft 5 and the transmission input shaft 4.
The automatic transmission 2 is similar to the well-known planetary gear type automatic transmission in its transmission mechanism, but the torque converter is excluded from this, and the motor / generator 3 is directly connected to the transmission input shaft 4 instead. It shall be combined.

The automatic transmission 2 will be briefly described below.
The automatic transmission 2 includes an output shaft 7 arranged in a coaxial butt relationship with the input shaft 4, and the front planetary gear set Gf and the center planetary gear are sequentially placed on the input / output shafts 4 and 7 from the engine 1 (motor / generator 3) side. A set Gm and a rear planetary gear set Gr are provided, and these are the main components of the planetary gear transmission mechanism in the automatic transmission 2.

The front planetary gear set Gf closest to the engine 1 (motor / generator 3) is a simple planetary gear comprising a front sun gear Sf, a front ring gear Rf, a front pinion Pf meshing with the front sun gear Sf, and a front carrier Cf that rotatably supports the front pinion. A gear set.
Next, the center planetary gear set Gm close to the engine 1 (motor / generator 3) includes a center sun gear Sm, a center ring gear Rm, a center pinion Pm meshing with the center sun gear Sm, and a center carrier Cm that rotatably supports the center pinion. A planetary gear set.
The rear planetary gear set Gr farthest from the engine 1 (motor / generator 3) is a simple planetary gear set comprising a rear sun gear Sr, a rear ring gear Rr, a rear pinion Pr meshing with the rear sun gear Sr, and a rear carrier Cr that rotatably supports the rear pinion. To do.

  Front friction Fr / B, input clutch I / C, high-and-low reverse clutch H & LR / C, direct clutch D / C, reverse, as the transmission friction elements that determine the transmission path (speed stage) of the planetary gear transmission mechanism A brake R / B and a forward brake FWD / B are provided, and these are correlated with the above-described components of the planetary gear group Gf, Gm, Gr as follows to constitute a planetary gear transmission mechanism of the automatic transmission 2.

The front ring gear Rf is coupled to the input shaft 4, and the center ring gear Rm can be appropriately coupled to the input shaft 4 by the input clutch I / C.
The front sun gear Sf can be appropriately fixed to the transmission case 2a by the front brake Fr / B.
Front carrier Cf and rear ring gear Rr are coupled to each other, and center ring gear Rm and rear carrier Cr are coupled to each other.
The center carrier Cm is coupled to the output shaft 7, and the center sun gear Sm and the rear sun gear Sr can be coupled to each other by a high and low reverse clutch H & LR / C.

The rear sun gear Sr and the rear carrier Cr can be coupled by the direct clutch D / C, and the rear carrier Cr can be appropriately fixed to the transmission case 2a by the reverse brake R / B.
Further, the center sun gear Sm can be appropriately fixed to the transmission case 2a by the forward brake FWD / B.

  The power transmission train of the above planetary gear transmission mechanism is a selective transmission shown by the circles in Fig. 2 for six shift friction elements Fr / B, I / C, H & LR / C, D / C, R / B, and FWD / B. By engaging, the forward shift speed of the forward first speed, the forward second speed, the forward third speed, the forward fourth speed, and the forward fifth speed can be obtained.

A hybrid vehicle having the power train of FIG. 1 composed of the engine 1, the motor / generator 3 and the automatic transmission 2 described above is provided between the motor / generator 3 and a drive wheel coupled to the transmission output shaft 7. A second clutch is required that is detachably coupled,
In this embodiment, the second clutch is not used before or after the automatic transmission 2, and a new configuration is not adopted.
Instead of the above-mentioned six shift friction elements Fr / B, I / C, H & LR / C, D / C, R / B, FWD / B existing in the automatic transmission 2 as described later. The selected shift friction element is used as the second clutch.

The functions for each power train selection mode described above with reference to FIG. 1 will be described below.
In the power train of FIG. 1, when the electric travel (EV) mode used at low load and low vehicle speed including when starting from a stopped state is required, the first clutch CL1 is released and the automatic transmission 2 is The power transmission state is selected with the predetermined gear position selected.

When the motor / generator 3 is driven in this state, only the output rotation from the motor / generator 3 reaches the transmission input shaft 4, and the automatic transmission 2 changes the rotation to the input shaft 4 to the selected shift. The speed is changed according to the speed and output from the transmission output shaft 7.
Then, the rotation from the transmission output shaft 4 reaches the left and right drive wheels through a differential gear device (not shown), and the vehicle can be electrically driven (EV traveling) only by the motor / generator 3. (EV mode)

When the hybrid running mode (HEV mode) used for high speed running, heavy load running, or when the battery power that can be taken out is low is required, the first clutch CL1 is engaged and the automatic transmission 2 is The power transmission state is selected with the predetermined gear position selected.
In this state, the output rotation from the engine 1 or both the output rotation from the engine 1 and the output rotation from the motor / generator 3 reach the transmission input shaft 4, and the automatic transmission 2 is connected to the input shaft 4 Is rotated according to the currently selected shift speed and output from the transmission output shaft 7.
Thereafter, the rotation from the transmission output shaft 7 passes through a differential gear device (not shown) to reach the left and right drive wheels, and the vehicle can be hybrid-run by both the engine 1 and the motor / generator 3. (HEV mode)

  When the engine 1 is operated at the optimum fuel efficiency during such HEV traveling, if the energy becomes surplus, the surplus energy is converted into electric power by operating the motor / generator 3 as a generator by this surplus energy, and this generated power is converted into electric power. By accumulating power to be used for driving the motor of the motor / generator 3, the fuel consumption of the engine 1 can be improved.

Here, among the six shift friction elements Fr / B, I / C, H & LR / C, D / C, R / B, and FWD / B in the automatic transmission 2, which shift friction element is used as the second clutch. Whether to divert will be described below.
The second clutch needs to be subjected to reduction control (slip control) of the transmission torque capacity to reduce the start shock when starting the engine, and an engine start request is generated when the EV mode is changed to the HEV mode when the engine load is increased. Therefore, a downshift of the automatic transmission corresponding to an increase in engine load may occur.
Therefore, in relation to the presence or absence of the downshift and the accelerator operation of the driver representing the engine load, the shift friction elements Fr / B, I / C, H & LR / C, D / C, R / B, FWD / Decide which one of B will be used as the second clutch.

That is, when a downshift of the automatic transmission 2 is requested at the time of switching from the EV mode to the HEV mode (when the engine is started), or when an accelerator operation that would cause the downshift request is performed, Since the disengagement side shift friction element to be switched from the engaged state to the disengagement state during the downshift has a reduced transmission torque capacity during the downshift, this disengagement side shift friction element is diverted as the second clutch,
The disengagement side shift friction element (second clutch) is slipped by the transmission torque capacity lowering control to serve to reduce the engine start shock.

When the downshift of the automatic transmission 2 is not required at the time of engine start, or when an accelerator operation that does not cause the downshift request is performed, a shift friction element (for selecting the current shift stage) For each shift stage, among the shift friction elements indicated by circles in FIG. 2), the shift friction element having the highest input torque fluctuation blocking effect is used as the second clutch.
The disengagement side shift friction element (second clutch) is slipped by the transmission torque capacity lowering control to serve to reduce the engine start shock.

Therefore, the input torque fluctuation cutoff rate (transmission torque capacity of the shift friction element) of each shift friction element Fr / B, I / C, H & LR / C, D / C, R / B, FWD / B in the automatic transmission 2 The ratio at which the transmission input torque fluctuation can be cut off by slip by the lowering control) is obtained in advance for each shift stage, and the shift with the highest input torque fluctuation cutoff rate is selected among the shift friction elements for selecting the current shift stage. Divert the friction element as the second clutch,
The shift friction element (second clutch) having the highest input torque fluctuation cut-off rate is slipped by the transmission torque capacity reduction control, and is used for reducing the engine start shock.

  Incidentally, the existing transmission friction element in the automatic transmission 2 used as the second clutch is originally capable of continuously changing the transmission torque capacity like the first clutch CL1.

Next, the engine 1, the motor / generator 3, the first clutch CL1, and the second clutch (hereinafter referred to as CL2) in the automatic transmission 2 that is selected and used as described above are included in the power train of the hybrid vehicle. The control system is attached with reference to FIG.
This control system includes an integrated controller 11 that integrally controls the operating point of the power train. The operating point of the power train includes the target engine torque tTe, the target motor / generator torque tTm, and the target transmission torque of the first clutch CL1. It is defined by the capacity tTc1 and the target transmission torque capacity tTc2 of the second clutch CL2.

In the integrated controller 11, in order to determine the operating point of the power train,
A signal from the engine rotation sensor 12 for detecting the rotation speed Ne of the engine 1,
A signal from the motor / generator rotation sensor 13 for detecting the rotation speed Nm of the motor / generator 3;
A signal from the input rotation sensor 14 for detecting the transmission input rotation speed Ni;
A signal from the output rotation sensor 15 for detecting the transmission output rotation speed No (vehicle speed),
A signal from the accelerator opening sensor 16 for detecting the accelerator pedal depression amount (accelerator opening APO);
A signal from a power storage state sensor 17 that detects a power storage state SOC (power that can be taken out) of a battery (not shown) that stores power for the motor / generator 3 is input.

  The integrated controller 11 is an operation mode in which the driving force of the vehicle desired by the driver can be realized from the accelerator opening APO, the battery storage state SOC, and the transmission output rotational speed No (vehicle speed) among the above input information ( EV mode, HEV mode) is selected, and target engine torque tTe, target motor / generator torque tTm, first clutch target transmission torque capacity tTc1, and second clutch target transmission torque capacity tTc2 are calculated.

  The target engine torque tTe is supplied to the engine controller 21. The engine controller 21 realizes the target engine torque tTe based on the engine speed Ne from the engine speed Ne detected by the sensor 12 and the target engine torque tTe. Therefore, the engine 1 is controlled so that the engine torque becomes the target engine torque tTe by the throttle opening control and the fuel injection amount control.

The target motor / generator torque tTm is supplied to the motor / generator controller 22, which converts the battery power into DC-AC by means of an inverter (not shown) and controls the motor under the control of the inverter. The motor / generator torque is supplied to the stator 3a of the generator 3 so that the motor / generator torque matches the target motor / generator torque tTm.
If the target motor / generator torque tTm is such that the motor / generator 3 requires a regenerative braking action, the motor / generator controller 22 is connected to the battery storage state SOC (power that can be taken out) detected by the sensor 17 via the inverter. ) To the motor / generator 3 so as to prevent the battery from being overcharged.
The electric power generated by the motor / generator 3 due to the regenerative braking action is AC-DC converted to charge the battery.

  The first clutch target transmission torque capacity tTc1 is supplied to the first clutch controller 23. The first clutch controller 23 includes a first clutch engagement pressure command value corresponding to the first clutch target transmission torque capacity tTc1, and the first clutch CL1. The actual engagement pressure of the first clutch CL1 is controlled so that the actual engagement pressure of the first clutch CL1 becomes the first clutch engagement pressure command value, and the transmission torque capacity of the first clutch 3 is set as a target. Executes control for value tTc1.

  The second clutch target transmission torque capacity tTc2 is supplied to the transmission controller 24, which transmits the second clutch engagement pressure command value corresponding to the second clutch target transmission torque capacity tTc2 and the actual value of the second clutch CL2. By controlling the engagement pressure of the second clutch CL2 so that the actual engagement pressure Pc2 of the second clutch CL2 becomes the second clutch engagement pressure command value tTc2 by comparing with the engagement pressure, the transmission torque capacity of the second clutch CL2 is targeted. Executes control to obtain the value tTc2.

The transmission controller 24 basically sets the current driving state based on the planned shift map based on the transmission output rotation speed No (vehicle speed) detected by the sensor 15 and the accelerator opening APO detected by the sensor 16. It is intended to obtain a suitable gear position and to automatically shift the automatic transmission 2 so that this suitable gear position is selected.
The transmission controller 24 also performs gear shift shock mitigation control aimed at by the present invention at the time of this automatic gear shift, as described later. Therefore, the motor torque Tm of the motor / generator 3 is transmitted to the transmission controller 24. A signal from the motor torque sensor 18 to be detected and a signal from the transmission output torque sensor 19 to detect the output torque To of the automatic transmission 2 are input.

<Measures for shift shock>
As shown by the arrows in Fig. 2, the shift shock of the automatic transmission 2 in Fig. 1 and countermeasures for the shift shock are performed by releasing the high & low reverse clutch H & LR / C and engaging the direct clutch D / C. The following describes the upshift from speed to second speed.

  Such a 1 → 2 upshift involves switching the engaged state of the high and low reverse clutch H & LR / C, which is the disengagement side shifting friction element, from the engaged state to the disengaged state, and releasing the direct clutch D / C, which is the engaging side shifting friction element. It is performed by switching from the state to the fastening state.

  As a supplementary note based on Fig. 5, when a shift is started by a shift command at the instant t1, the operating pressure command value Po_o of the high & low reverse clutch H & LR / C becomes t The actual pressure Po of the high and low reverse clutch H & LR / C is controlled to decrease as shown in FIG. 5 after the shift command t1 so that the high and low reverse clutch pressure is actually applied. In response to the decrease in the value Po, the high and low reverse clutch H & LR / C is switched from the engaged state to the released state.

  In connection with the state switching of the high and low reverse clutch H & LR / C, the operating pressure command value Pc_o of the direct clutch D / C is given as shown by the solid line in FIG. The actual working pressure value Pc of the direct clutch D / C is controlled to increase as indicated by the broken line in FIG. 5 after the shift command t1, so that the direct clutch D / C is responded to the increase in the direct clutch pressure actual value Pc. By switching the state of / C from the released state to the engaged state, a 1 → 2 upshift can be performed.

  Since the direct clutch D / C operates to close the clutch clearance by the piston stroke (loss stroke) from the time t1 to the moment t3, the direct clutch pressure actual value Pc is kept at the piston return spring equivalent pressure, Engagement is started at the instant t3 by the increase in the direct clutch pressure actual value Pc shown in the figure, and the engagement capacity starts to be held. Thereafter, the engagement capacity is increased as the direct clutch pressure actual value Pc increases, and a complete engagement state is achieved.

  Here, the reason why the direct clutch pressure command value Pc_o is temporarily set to a stepwise high initial command hydraulic pressure (so-called precharge pressure) immediately after the shift command time t1 as shown by the solid line in FIG. 5 is as described above. As can be seen, the piston stroke (loss stroke) period t1 to t3 that is not involved in the engagement shock of the direct clutch D / C is shortened, and the direct clutch D / C is switched from the released state to the engaged state, that is, the speed change is promptly performed. It is to complete.

  By the way, when switching the engagement / disengagement of the shift friction element during the above-mentioned shift, the high and low reverse clutch H & LR / C (release variable transmission friction element) that should be switched from the engaged state to the released state and the release state should be switched to the engaged state. If there is a time when both the direct clutch D / C (engagement-side shift friction element) is released, the transmission input rotation is blown.

As shown in FIG. 5, the direct clutch D / C (engagement-side speed change friction) is set before the high and low reverse clutch H & LR / C (release side speed change friction element) is set to 0. (In Fig. 5, the direct clutch pressure actual value Pc starts to increase when the high and low reverse clutch pressure command value Po_o starts decreasing). Perform release switching control.
Therefore, immediately after the instant t3 in FIG. 5, the high and low reverse clutch H & LR / C (release side transmission friction element) and direct clutch D / C (engagement side transmission friction element) both have the engagement capacity, so-called overlap. There is a period, and during this period, the transmission output torque To is pulled down due to a temporary interlocking tendency but not shown in FIG.
The torque reduction in the torque phase causes a shift shock that decelerates the vehicle.

In this embodiment, in order to reduce the shift shock to prevent the torque drop in the torque phase, in this embodiment, the motor is operated from the torque phase start instant t3 to the inertia phase start instant t5 in FIG. The motor torque Nm of the generator 3 is kept unchanged, and the motor torque Tm is increased as shown in FIG.
As the motor torque Tm increases, the input torque to the automatic transmission 2 increases correspondingly to the torque reduction start instant (torque phase start instant) t3, thereby increasing the torque reduction in the torque phase. By offsetting, the transmission output torque To can be kept constant as shown by the solid line in FIG. 5, and the shift shock can be suppressed.

  However, when the direct clutch D / C (engagement-side shift friction element) of the automatic transmission 2 shifts from 1 to 2, the torque phase starts due to the end of the loss stroke and starts the torque phase. The start timing of the decrease (shift shock occurrence timing) varies depending on variations due to individual differences or changes with time.

  Therefore, it is rare that the increase in the motor torque Tm started at the instant t3 in FIG. 5 counters the torque decrease in the torque phase to offset the torque decrease in the torque phase.

Even with the same direct clutch pressure command value Pc_o as described above, the increase in the direct clutch pressure actual value Pc is delayed as shown by the one-dot chain line α1 in FIG. When the stroke starts, the torque phase starts, the torque phase starts, and the torque reduction start timing (shift shock occurrence timing) is delayed to the instant t4 in Fig. 5.
The increase in the motor torque Tm (transmission input torque) for shifting shock reduction started at the instant t3 in FIG. 5 is too early with respect to the torque decrease timing t4 in the torque phase, and the transmission output torque To As indicated by a one-dot chain line β1 in FIG. 5, the transmission output torque To1 at the shift start time t1 is changed in an increasing direction, and the transmission output torque change generates a shift shock.

Even with the same direct clutch pressure command value Pc_o as described above, the increase in the actual direct clutch pressure value Pc is accelerated as shown by a two-dot chain line α2 in FIG. When the loss stroke ends, the torque phase starts and the torque reduction starts (shift shock occurrence timing) is accelerated to the moment t2 in Fig. 5.
The increase in the motor shock Tm (transmission input torque) for reducing the shift shock started at the instant t3 in FIG. 5 is too late with respect to the torque decrease timing t2 in the torque phase, and the transmission output torque To As indicated by a two-dot chain line β2 in FIG. 5, the transmission output torque To1 at the start of the shift t1 is changed in a lowering direction, and this change in the transmission output torque generates a shift shock.

In this embodiment, the direct clutch D / C (engagement side shift friction element) starts to have the engagement capacity at the end of the loss stroke, starts the torque phase, and the timing at which torque reduction starts (shift shock occurrence timing) depends on individual differences. Even when it varies due to variations or changes over time,
Direct clutch D / C (engagement-side shift friction element) so that the motor torque Tm (transmission input torque) for shifting shock reduction is constantly increased and timed at the start of the torque phase (torque reduction) ) Is corrected to solve the above problem.

  In this embodiment, the transmission controller 24 of FIG. 1 executes the control program of FIG. 3 to perform the operation speed correction control of the engagement side frictional element (direct clutch D / C in the above) as follows. And

In step S11, it is determined whether or not a shift start determination has been made and a shift command has been issued,
In the next step S12, it is checked whether this shift is an upshift,
Further, in step S13, it is checked whether or not the vehicle is in a normal drive state due to depression of the accelerator pedal.
In step S11, not only when it is determined that the shift is not started (shift command), but also when the shift start is determined (shift command), in step S12 and step S13, the shift is in the normal drive state. When it is determined that this is not an upshift (that is, an auto upshift accompanying an increase in vehicle speed), the operation speed correction control of the engagement-side shift friction element is not executed by returning to the original control and waiting.

When it is determined in step S11 to step S13 that an upshift (automatic upshift) in the positive drive state has been commanded, the control proceeds to step S14 in order to allow the operation speed correction control of the engagement side shifting friction element.
The reason for permitting the operation speed correction control of the engagement-side shift friction element at the time of the upshift (auto upshift) in the positive drive state is that in the case of the auto upshift, the torque phase is increased by increasing the motor torque Tm illustrated in FIG. The transmission output torque To can be held at the transmission output torque To1 at the start of shifting as shown by the solid line in FIG. This is because the operational effects of can be realized.

In step S14, the maximum motor torque Tmmax that can be output by the motor / generator 3 during the torque phase and the motor torque step before and after the shift obtained by multiplying the motor torque Tm1 at the start of the shift t1 by the gear ratio step Gr1 before and after the shift. In contrast,
Depending on whether or not Tm1 × Gr1 ≦ Tmmax, the motor torque Tm illustrated in FIG. 5 can be increased, thereby canceling out the torque drop in the torque phase, and the transmission output torque To is shown by a solid line in FIG. As shown, it is determined whether or not the transmission output torque To1 at the start of the shift can be maintained.
When it is determined in step S14 that Tm1 × Gr1> Tmmax, it is impossible to realize the above-described effect by the operation speed correction control of the engagement-side speed change friction element.
By returning the control to the original state and waiting, the operation speed correction control of the engagement-side shift friction element is not executed, and this control is not performed improperly or wastefully.
When it is determined in step S14 that Tm1 × Gr1 ≦ Tmmax, it is possible to realize the above-described effect by the operation speed correction control of the engagement side speed change friction element.
In order to permit the operation speed correction control of the engagement side speed change friction element, the control proceeds to step S15.

In step S15, it is checked whether VibFLAG = 0 (low vehicle vibration) or VibFLAG = 1 (high vehicle vibration) based on a vehicle vibration flag VibFLAG described in detail later.
When it is determined in step S15 that VibFLAG = 1 (the vehicle vibration is large), it is not possible to realize the above-described effect by the operation speed correction control of the engagement side shift friction element due to the vehicle vibration.
By returning the control to the original state and waiting, the operation speed correction control of the engagement-side shift friction element is not executed, and this control is not performed improperly or wastefully.
When it is determined in step S15 that VibFLAG = 0 (vehicle vibration is small), it is possible to realize the above-described effect by the operation speed correction control of the engagement-side speed change friction element without being affected by the vehicle vibration.
In order to permit the operation speed correction control of the engagement side speed change friction element, the control proceeds to step S16.

In step S16, it is checked whether or not the change in the accelerator opening APO during the shift is within a permissible range that can realize the above-described effect by the operation speed correction control of the engagement-side shift friction element.
When it is determined in step S16 that the accelerator opening variation during the shift exceeds the allowable range, the above-described effect by the operation speed correction control of the engagement side shifting friction element cannot be realized due to the large accelerator opening variation. From
By returning the control to the original state and waiting, the operation speed correction control of the engagement-side shift friction element is not executed, and this control is not performed improperly or wastefully.
When it is determined in step S16 that the accelerator opening variation during the shift is small within the allowable range, the above-described action by the operating speed correction control of the engagement side shifting friction element is not affected by the accelerator opening variation. Because the effect is realizable,
The control proceeds to step S17, where the operating speed correction control of the engagement side speed change friction element is permitted.

With this permission, first, in step S18, it is determined whether or not the set time T1 has elapsed from the start of the shift (moment t1 in FIG. 5), and waits until the set time T1 elapses.
After the set time T1 has elapsed, in step S19, the absolute value of the difference (transmission output torque change) between the momentary transmission output torque To and the transmission output torque To1 at the start of shifting t1 | To1−To | Depending on whether or not | To1−To | is greater than or equal to the set value Tos1, an increase change exceeding the set value Tos1 of the transmission output torque To as shown by a one-dot chain line β1 or a two-dot chain line β2 in FIG. Check if there is a drop change.
Therefore, step S19 corresponds to the transmission output torque change physical quantity detecting means in the present invention.

Regarding the transmission output torque change (To1-To) in step S19, this transmission output torque change (To1-To) may be obtained using the detection value To of the torque sensor 19 in FIG.
In this embodiment, the transmission output rotational speed No. detected every moment by the rotation sensor 15 in FIG. 1, the transmission output rotational speed No1 at the start of shifting t1 (see FIG. 5), and the transmission output shaft 7 The transmission output torque is calculated by the following formula using the reduction ratio if to the wheel drive shaft, the effective tire radius R, and the vehicle weight M, that is, from the time change rate of the transmission output rotational speed No (vehicle speed). The change (To1-To) is estimated.
To1−To = {(d / dt) No1- (d / dt) No} × (2π · R ² · M) ÷ (if ² · 60) (1)

  Note that the change in transmission output torque (To1−To) obtained by the above calculation includes the measurement error of the transmission output rotation sensor 15, and is therefore filtered by an appropriate low-pass filter to obtain the transmission output. It is important to improve the estimation accuracy of the torque change (To1-To).

  When it is determined in step S19 that an increase change (β1) or a decrease change (β2) exceeding the set value Tos1 of the transmission output torque To has occurred, the engagement-side shift friction element (in FIG. For example, as shown by α1 or α2 in FIG. 5, the engagement start timing of C) is greatly shifted from the increase timing t3 of the motor torque Tm for reducing the shift shock to the instant t4 or t2, and the transmission output torque To increases. A large shift shock occurs due to a change (β1) or a decrease change (β2).

In order to prevent such a shift shock, in this embodiment, in step S21, the precharge pressure correction amount ΔPc illustrated in FIG. 5 of the operating pressure command value Pc_o related to the engagement-side shift friction element (direct clutch D / C in FIG. 5) is illustrated. Is updated and learned for each type of shift (1 → 2 upshift in FIG. 5).
This precharge pressure correction amount ΔPc is a suitable time-dependent change in which the actual operating pressure value Pc of the engagement-side speed change friction element (direct clutch D / C) indicated by a one-dot chain line α1 or two-dot chain line α2 in FIG. 5 is indicated by a broken line. Thus, the operating speed of the engagement-side shift friction element (direct clutch D / C) is corrected so that the engagement start timing coincides with the shift shock reduction motor torque increase start timing t3.
Accordingly, step S21 for obtaining the precharge pressure correction amount ΔPc corresponds to the shift friction element operating speed correction means in the present invention.

Specific processing in step S21 is as follows.
If the calculated value (To1−To) in step S19 is (To1−To) <− Tos1, since the transmission output torque increase change indicated by β1 in FIG. It is judged that the actual operating pressure value Pc of the clutch D / C) has changed over time as indicated by the alternate long and short dash line α1 in the figure, and the operation of the engagement side speed change friction element (direct clutch D / C) indicated by the alternate long and short dash line α1 The actual pressure value Pc is a suitable time-dependent change indicated by the broken line, and the operating speed of the engagement-side shift friction element (direct clutch D / C) is changed to the engagement shock reduction motor torque increase start timing t3. A matching precharge pressure correction amount ΔPc is obtained and updated to the precharge pressure correction amount ΔPc so far.

  Conversely, if the calculated value (To1−To) in step S19 is (To1−To)> Tos1, a change in the transmission output torque decrease indicated by β2 in FIG. It is judged that the actual operating pressure value Pc of the direct clutch D / C) changes with time indicated by a two-dot chain line α2 in the figure, and the engagement side speed change friction element (direct clutch D / C) indicated by the two-dot chain line α2 in FIG. ) Is a suitable time-dependent change indicated by a broken line, and the operating speed of the engagement-side shift friction element (direct clutch D / C) is determined as the engagement start timing starts to increase the motor torque for shifting shock reduction. A precharge pressure correction amount ΔPc that coincides with the timing t3 is obtained and updated with the precharge pressure correction amount ΔPc so far.

  In the next step S22, the operating pressure command value Pc_o of the engagement side speed change friction element (direct clutch D / C) serving as a reference illustrated by the solid line in FIG. 5 is set to the precharge pressure obtained in step S21 with respect to the precharge pressure. Only the correction amount ΔPc is corrected and changed, and the changed operating pressure command value Pc_o is obtained as indicated by γ1 or γ2 in FIG.

Specifically, if it is determined that the actual operating pressure value Pc of the engagement-side speed change friction element (direct clutch D / C) exhibits a change with time indicated by a one-dot chain line α1 in FIG. 5, a solid line is illustrated in FIG. The working pressure command value Pc_o of the engagement side speed change friction element (direct clutch D / C) that is the reference is changed by correcting the precharge pressure by the precharge pressure correction amount ΔPc obtained in step S21. The operating pressure command value Pc_o is obtained as indicated by γ1 in FIG.
As a result, the actual operating pressure value Pc of the engagement side speed change friction element (direct clutch D / C) indicated by α1 becomes a suitable time-dependent change indicated by a broken line, and the engagement side speed change friction element (direct clutch D / C) The operating speed is increased so that the engagement start timing coincides with the shift shock reduction motor torque increase start timing t3.

Also, if it is determined that the actual operating pressure value Pc of the engagement-side speed change friction element (direct clutch D / C) exhibits a change with time indicated by a two-dot chain line α2 in FIG. 5, the reference illustrated by the solid line in FIG. The working pressure command value Pc_o of the engagement side speed change friction element (direct clutch D / C) is changed by correcting the precharge pressure by the precharge pressure correction amount ΔPc obtained in step S21. The command value Pc_o is obtained as indicated by γ2 in FIG.
As a result, the actual operating pressure value Pc of the engagement side speed change friction element (direct clutch D / C) indicated by α2 becomes a suitable time-dependent change indicated by the broken line, and the engagement side speed change friction element (direct clutch D / C) The operating speed is delayed so that the engagement start timing coincides with the shift shock reduction motor torque increase start timing t3.

The operating pressure command value Pc_o whose precharge pressure has been changed as indicated by γ1 or γ2 in FIG. 5 is used at the same next shift (1 → 2 upshift in FIG. 5). The actual operating pressure value Pc of the (direct clutch D / C) can be surely obtained as a suitable change over time regardless of variations or changes over time due to individual differences,
The operating speed of the engagement-side shift friction element (direct clutch D / C) can be corrected so that the engagement start timing coincides with the shift shock reduction motor torque increase start timing t3.

By the operation speed correction of the engagement-side shift friction element (direct clutch D / C) by the learning control of the operation pressure command value Pc_o described above, the engagement start timing coincides with the shift shock reduction motor torque increase start timing t3.
An increase change (β1) or a decrease change (β2) exceeding the set value Tos1 of the transmission output torque To illustrated in FIG. 5 can be avoided, and the shift shock caused by these can be reduced. Or it can be prevented.

In response to this, when step S19 does not detect the occurrence of the increase change (β1) or decrease change (β2) shown in FIG. 5 exceeding the set value Tos1 of the transmission output torque To, the control proceeds from step S19 to step S19. Proceeding to S23, in this step S23, it is determined whether or not the torque phase has ended (inertia phase has started), that is, whether or not the moment t5 in FIG. 5 has been reached.
When it is determined in step S23 that the torque phase has not yet ended and the torque phase is in progress, control is returned to step S19, and when it is determined in step S23 that the torque phase end (inertia phase start) instant t5 has been reached. Exit the loop of 3.

FIG. 4 shows a vehicle vibration flag VibFLAG setting program (vehicle vibration determination program) to be checked in step S15 of FIG.
First, in step S31, the transmission output torque To at a predetermined time T2 before is read and set to Tot2.
In the next step S32, the difference (transmission output torque change) between the transmission output torque Tot2 before the predetermined time T2 and the current transmission output torque To is calculated, and the absolute value | To−Tot2 | Judges whether the vibration magnitude judgment value Tos2 or more.

When it is determined in step S32 that | To-Tot2 | ≧ Tos2, in step S33, the vehicle vibration flag VibFLAG is set to 1 to indicate that the vehicle vibration is large.
In the next step S34, the state of the vehicle vibration flag VibFLAG = 1 is held for a predetermined time T3. Thereafter, in step S35, the vehicle vibration flag VibFLAG is reset to 0 and the process exits the loop of FIG.

On the other hand, when it is determined in step S32 that | To-Tot2 | <Tos2, the vehicle vibration flag VibFLAG = 0 reset in step S35 is maintained by returning the control to step S32, and this vehicle vibration flag VibFLAG = 0. By so doing, it represents that the vehicle vibration is small.
Therefore, the magnitude of the vehicle vibration can be determined by the vehicle vibration flag VibFLAG, and the above-described vehicle vibration magnitude check in step S15 in FIG. 3 based on the vehicle vibration flag VibFLAG can be performed.

<Effect of Example>
According to the above-described shift shock reduction device of the present embodiment,
When the change in transmission output torque | To1−To | between the shift command time t1 and the torque phase end time t5 becomes equal to or greater than the set value Tos1 as shown by β1 and β2 in FIG. Step S19),
Learning the operating pressure command value Pc_o of the engagement-side shift friction element (direct clutch D / C) to γ1 or γ2 with respect to the precharge pressure so that this change in transmission output torque | To1−To | is less than the set value Tos1 Corrected by the control, the change over time related to the actual operating pressure value Pc of the engagement side shifting friction element (direct clutch D / C) is changed from α1 or α2 to the change over time as shown by the broken line in FIG. Therefore (step S21 and step S22), the following effects can be obtained.

By changing the actual change in the actual operating pressure value Pc over time as shown by the broken line in FIG. 5, the operating speed of the engagement-side speed change friction element (direct clutch D / C) can be changed. It will be corrected to coincide with the reduction motor torque increase timing t3,
The change in transmission output torque | To1−To | between the shift command time t1 and the torque phase end time t5 can be kept below the set value Tos1.

In this way, correcting the operating speed of the engagement-side speed change friction element (direct clutch D / C) so that the transmission output torque change | To1−To | is maintained below the set value Tos1
The timing at which this speed change friction element (direct clutch D / C) starts to have an engagement capacity due to the start of engagement after the loss stroke and the torque phase is started (the torque reduction causing the speed change shock is started) This means that the motor torque increase timing t3 for shifting shock reduction is constantly timed even with changes over time,
It is possible to prevent the occurrence of a large shift shock due to the shift of the timing and an increase in the transmission output torque change | To1−To |.

In addition, in this embodiment, the above timing is not realized by operating the shift shock reduction motor torque increase timing t3, but by correcting the operating speed of the engagement side shift friction element (direct clutch D / C). In order to realize the timing, the following effects can be obtained.
That is, if the above timing is realized by operating the shift shock reduction motor torque increase timing t3, the above effect can be obtained only under the same shift condition, and the above effect can be obtained when the shift condition is different. However, the accuracy is so low that it cannot be practically used, and the calculation becomes complicated and impractical.
However, as in this embodiment, when the above timing is realized by correcting the operating speed of the engagement-side shift friction element (direct clutch D / C), the same effect can be obtained by the same correction even when the shift conditions are different. This is advantageous in terms of cost and practical use.

Further, when correcting the operating speed of the engagement-side speed change friction element (direct clutch D / C), the precharge pressure of the operating pressure command value Pc_o is corrected to γ1 or γ2 in FIG. 5 by learning control of the correction amount ΔPc. Because it was decided to correct the above-mentioned operating speed of the engagement side speed change friction element (direct clutch D / C), and the precharge pressure until the engagement start of the engagement side speed change friction element (direct clutch D / C) Because it is not involved in the engagement shock of the engagement side shifting friction element (direct clutch D / C) at all.
The effects described above can be achieved without increasing the engagement shock of the engagement-side speed change friction element (direct clutch D / C).

  Further, in steps S12 and S13 of FIG. 3, the above-described operation speed correction of the engagement-side speed change friction element (direct clutch D / C) is performed only at the time of upshift in the normal drive state (that is, auto upshift accompanying the increase in vehicle speed). Since the control is permitted, the following effects can be obtained.

  At the time of upshifting (automatic upshifting) in such a positive drive state, the increase in motor torque Tm illustrated in FIG. 5 offsets the torque drop in the torque phase, and the transmission output torque To is shown by a solid line in FIG. Thus, the transmission output torque To1 at the start of the shift t1 can be maintained, and the above-described effect can be realized by the operation speed correction control of the engagement side shift friction element (direct clutch D / C).

However, even if the motor torque Tm increases, the transmission-side output frictional element (the engagement-side transmission frictional element ((1)) cannot be maintained at the transmission output torque To1 at the start of the shift t1 as indicated by the solid line in FIG. The above effect cannot be realized even by the operation speed correction control of the direct clutch D / C).
By the way, in this embodiment, since it is decided not to perform the operation speed correction control of the engagement side speed change friction element (direct clutch D / C) in such a kind of speed change, this control cannot obtain the original effect. Nevertheless, it is possible to avoid improper or wasteful operations.

The increase in the motor torque Tm illustrated in FIG. 5 cancels the torque drop in the torque phase, and the transmission output torque To can be maintained at the transmission output torque To1 at the start of the shift t1 as shown by the solid line in FIG. As a type of shift that can realize the above-mentioned effect by the operation speed correction control of the engagement side shift friction element (direct clutch D / C),
In addition to the upshift (automatic upshift) in the forward drive state, there is a downshift (coast downshift) in the reverse drive (engine brake) state. The above effect can be realized by the operation speed correction control of the clutch D / C).

In this case, it is checked in step S12 in FIG. 3 whether or not it is a downshift, in step S13 it is checked whether or not it is in a reverse drive (engine brake) state,
When it is determined in these steps that the downshift (coast downshift) is in the reverse drive (engine brake) state, the control is advanced to step S14 to allow the operation speed correction control of the engagement side shift friction element (direct clutch D / C). When it is determined that there is no downshift (coast downshift) in the reverse drive (engine brake) state, the operating speed correction control of the engagement side shifting friction element is not executed by returning to the original control and waiting. This control is not performed improperly or wastefully.

Further, in this case, in step S16, it is checked whether or not the fluctuation of the brake pedal depression force during the shift is within a tolerance that can realize the above-described effect by the operation speed correction control of the engagement-side shift friction element. And
If it is determined in step S16 that the brake pedal depressing force fluctuation during shifting exceeds the allowable range, the above-described effect by the operation speed correction control of the engagement side shifting friction element cannot be realized due to large braking force fluctuation. From
By returning the control to the original state and waiting, the operation speed correction control of the engagement-side shift friction element is not executed, and this control is not performed improperly or wastefully.
When it is determined in step S16 that the brake pedal pressing force fluctuation during the shift is small within the allowable range, the above-described operation speed correction control of the engagement side shifting friction element is performed without being affected by the brake pedal pressing force fluctuation. Because the effect can be realized,
The control proceeds to step S17, where the operating speed correction control of the engagement side speed change friction element is permitted.

In the present embodiment, when the transmission output torque change | To1-To | in step S19 in FIG. 3 is obtained, the transmission output rotational speed No (vehicle speed) detected by the rotation sensor 15 in FIG. 1 is used. In order to estimate from the time change rate of the transmission output rotation speed No (vehicle speed) by the calculation of equation (1),
It is possible to obtain a change in transmission output torque | To1−To | using the detection value of the existing transmission output rotation sensor 15 which is indispensable for the automatic transmission 2, and no additional sensor is required, which is advantageous in terms of cost. .

Furthermore, in this embodiment, only when the vehicle vibration is less than the set value (VibFLAG = 0) (step S15), the operation speed correction of the above-described engagement-side shift friction element (direct clutch D / C) is performed. Because
While the vehicle speed is so large that the above-mentioned effects cannot be obtained even if the operating speed correction of the engaging side shifting friction element (direct clutch D / C) is performed, an erroneous engaging side shifting friction element (direct It is possible to avoid correction of the operation speed of the clutch D / C).

<Other examples>
In the above-described embodiment, the motor / generator (electric motor) 3 is configured as a shift shock reduction device for the automatic transmission 2 mounted on a hybrid vehicle having a power source as a part of the power source.
The shift shock mitigation device of the present invention can be applied to an electric vehicle that uses only an electric motor as a power source, and an automatic transmission of a vehicle that does not include an electric motor and that uses only an engine as a power source based on the same concept. Of course.

However, when the shift shock mitigation device of the present invention is used for an automatic transmission of a vehicle that uses only the engine as a power source, the torque decrease during the torque phase is offset by the torque increase of the engine having a low torque control response.
It is advantageous to use the shift shock mitigation device of the present invention in an automatic transmission of a hybrid vehicle or an electric vehicle that cancels out torque reduction during the torque phase due to an increase in torque of an electric motor having a high torque control response.

Further, as described above, the operation speed correction by the learning control of the engagement side speed change friction element (direct clutch D / C) performed in step S21 and step S22 cancels the torque decrease in the torque phase by increasing the motor torque Tm. As shown by the solid line in FIG. 5, the transmission output torque To can be maintained at To1 at the start of shifting, and during downshift in the forward drive state (auto upshift) and down in the reverse drive state (engine brake) Although it is necessary to prevent mislearning, it is necessary to do it only when shifting (coast downshift).
The precharge pressure correction amount ΔPc of the engagement-side shift friction element (direct clutch D / C) updated in step S21 and the precharge pressure γ1 or γ2 of the operating pressure command value Pc_o corrected in step S22 are the above-described auto upshift. Of the gear shifts other than the coast downshift, it can be used at the time of a shift performed by engaging the same engagement-side shift friction element (direct clutch D / C), and is also useful for reducing a shift shock at the time of the shift.

1 Engine 2 Automatic transmission 3 Motor / generator (electric motor)
4 Transmission input shaft
CL1 1st clutch 7 Transmission output shaft
Fr / B front brake (shifting friction element)
I / C input clutch (shifting friction element)
H & LR / C high and low reverse clutch
D / C direct clutch (shifting friction element)
FWD / B forward brake (shift friction element)
11 Integrated controller
12 Engine rotation sensor
13 Motor / generator rotation sensor
14 Transmission input rotation sensor
15 Transmission output rotation sensor
16 Accelerator position sensor
17 Storage state sensor
18 Motor torque sensor
19 Transmission output torque sensor
21 Engine controller
22 Motor / generator controller
23 1st clutch controller
24 Transmission controller

Claims (11)

Used in an automatic transmission capable of shifting to the corresponding gear stage by coupling the rotating members by selective engagement of the shift friction element,
In a shift shock reduction device for an automatic transmission that suppresses torque fluctuation in the torque phase during the shift by increasing the input torque to the automatic transmission,
A transmission output torque change physical quantity detecting means for detecting a physical quantity related to a change in output torque of the automatic transmission from the time of the shift command to the end of the torque phase;
When the transmission output torque change physical quantity detected by the means indicates a transmission output torque change greater than or equal to a set value, the transmission output torque change physical quantity indicates a transmission output torque change less than the set value; A shift shock mitigation device for an automatic transmission, comprising: a shift friction element operating speed correction means for correcting an operating speed of the selectively engaged shift friction element. In the automatic transmission shock reduction device according to claim 1,
The shift friction element operating speed correction means is configured to determine an operating speed of the selectively engaged shift friction element when the transmission output torque change physical quantity indicates an increase in transmission output torque that is equal to or greater than the set value. A shift shock reducing device for an automatic transmission characterized by being made faster. In the shift shock reducing device for an automatic transmission according to claim 1 or 2,
The shift friction element operating speed correction means is configured to determine an operation speed of the selectively engaged shift friction element when the transmission output torque change physical quantity indicates a decrease in the transmission output torque that is equal to or greater than the set value. A shift shock reducing device for an automatic transmission characterized by being slowed. The speed change friction element is hydraulically operated, and the loss stroke speed until the engagement of the speed change friction element is started can be controlled by applying an initial command oil pressure. In the shift shock reducing device for an automatic transmission according to the item,
The shift friction element operating speed correction means corrects the operation speed of the shift friction element by correcting an initial command hydraulic pressure of the selectively engaged shift friction element. Shift shock reduction device for transmission. In the shift shock reducing device for an automatic transmission according to any one of claims 1 to 4,
The shift friction element operating speed correction means is a shift friction that is selectively engaged only when the shift input is a type of shift that can suppress torque fluctuation in the torque phase as intended by increasing the transmission input torque. An apparatus for reducing a shift shock of an automatic transmission, which corrects an operation speed of an element. In the shift shock reducing device for an automatic transmission according to any one of claims 1 to 5,
A transmission shock reduction device for an automatic transmission, wherein the transmission output torque change physical quantity detection means uses the change quantity of the transmission output torque as a physical quantity related to the transmission output torque change . In the shift shock reducing device for an automatic transmission according to claim 6,
A transmission shock reduction device for an automatic transmission, wherein the transmission output torque change physical quantity detection means obtains a change amount of the transmission output torque from transmission output rotation speed information. In shift shock reducing apparatus for an automatic transmission according to 請 Motomeko 6 or 7,
The variable speed friction element operation speed correction means corrects the operation speed of the shift friction element that is selectively engaged only when the vibration of the vehicle is less than a set value. Gear shift shock reduction device. In the shift shock reducing device for an automatic transmission according to any one of claims 1 to 8,
The shift friction element operating speed correction means stores correction information related to the operation speed of the selectively engaged shift friction element as a learned value for each type of shift, and uses the learned value at the next same type of shift. A shift shock mitigation device for an automatic transmission which corrects an operation speed of the selectively engaged shift friction element by learning control. In the shift shock reducing device for an automatic transmission according to claim 9,
The shift friction element operating speed correction means executes the learning control only when the shift input is a type of shift that can suppress the torque fluctuation in the torque phase as intended by increasing the transmission input torque. Among the types of shifts, for the types of shifts that are performed by engaging the same shift friction elements as the shift friction elements that are the subject of the learning control, the operation speed of the shift friction elements is corrected using the corresponding stored learning values. A shift shock reducing device for an automatic transmission, characterized by comprising: In the automatic transmission shift shock reduction device according to any one of claims 1 to 10, wherein the automatic transmission is input with motor torque from an electric motor.
An apparatus for reducing a shift shock of an automatic transmission, wherein the increase of the transmission input torque performed to suppress torque fluctuation in the torque phase is performed by increasing the motor torque.

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