JP7194293B2 - AUTOMATIC TRANSMISSION CONTROL DEVICE AND CONTROL METHOD - Google Patents

Description

The present invention relates to control of an automatic transmission mounted on a vehicle.

In the automatic transmission disclosed in JP2007-205514A, the release pressure command value is decreased after a shift command is issued, and when the release pressure drops to a predetermined value, the release side shift friction element is released. On the other hand, the engagement pressure command value is once increased to the precharge pressure at the time of a shift command, and then maintained at a predetermined pressure lower than the precharge pressure, and the engagement side shift friction element is engaged to the extent that it can compensate for engine braking. During gear shifting, when the hydraulic switch detects that the release pressure has fallen to a predetermined value and the release side gear shift friction element has been released, the engine output control increases the turbine rotation speed (effective gear ratio) to increase the post-shift rotation speed. (Gear ratio after shifting) is performed. When the rotation matching is completed, the engagement pressure command value is set to the maximum value, and the engagement side shift friction element is completely engaged by the engagement pressure that increases following this.

However, in the prior art described above, as the number of shift stages of an automatic transmission increases, the number of shift system solenoids that control them also increases, and the current that drives the shift system solenoids also increases, leading to a concern that fuel consumption will deteriorate. There was a problem.

The present invention has been made with a focus on the above problems, and improves fuel efficiency by reducing power consumption by suppressing the solenoid current that drives the shift system solenoid while in-gear is maintained at a predetermined gear stage. intended to

In order to achieve the above object, an automatic transmission control device according to one aspect of the present invention controls a shift system solenoid provided for each of a plurality of friction elements included in a stepped transmission connected to an engine, A transmission control unit is provided that performs shift control for switching between a plurality of gear stages by changing engagement states of a plurality of friction elements.
A hydraulic control circuit provided with a shift system solenoid has a line pressure regulating valve and a line pressure solenoid for regulating the hydraulic oil discharged from the oil pump to the actual line pressure.
The transmission control unit has a shift status determination section that determines whether a predetermined gear position is maintained in an in-gear state or a shift is in progress from the start of the shift to the end of the shift. Based on the target line pressure corresponding to the input torque, the shift system solenoid control unit determines the clutch command pressure for multiple friction elements, converts it into a solenoid current corresponding to the clutch command pressure, and drives the shift system solenoid. a line pressure control unit that determines a line pressure, converts it into a solenoid current corresponding to the determined line pressure, and drives a line pressure solenoid .
The line pressure control section sets the shift end timing as the line command pressure drop start timing when shifting from gear shifting to in-gear.
The transmission system solenoid control unit outputs the engagement clutch instruction pressure to the transmission system solenoid of the friction element that maintains the engaged state among the transmission system solenoids, and the section determined to be in gear is lower than the section determined to be shifting. When the engagement clutch instruction pressure is lowered by shifting from the gear shift to the in-gear, the timing after the delay time has elapsed from the end of the gear shift is set as the timing at which the engagement clutch instruction pressure starts to decrease.
A control device for an automatic transmission according to another aspect of the present invention controls a shift system solenoid provided for each of a plurality of friction elements included in a stepped transmission connected to an engine, and controls the plurality of friction elements. A control device for an automatic transmission including a transmission control unit that performs shift control for switching a plurality of gear stages by changing the engagement state of the automatic transmission. The transmission control unit has a shift status determination section that determines whether a predetermined gear position is maintained in an in-gear state or a shift is in progress from the start of the shift to the end of the shift. A shift system solenoid control section that determines a clutch command pressure for multiple friction elements based on the above, converts the clutch command pressure into a solenoid current corresponding to the clutch command pressure, and drives a shift system solenoid, and a shift status determination section. and a torque-up requesting unit that permits a torque-up request by the engine when a predetermined torque-up request permission condition is established during gear shifting by the engine.
The transmission system solenoid control unit outputs the engagement clutch instruction pressure to the transmission system solenoid of the friction element that maintains the engaged state among the transmission system solenoids, and the section determined to be in gear is lower than the section determined to be shifting. The torque-up request unit monitors the solenoid current values of the shift system solenoids, and determines whether the solenoid current value of any of the shift system solenoids exists in the range from the solenoid off current value to the line pressure current value. Add the solenoid current value condition that the torque-up request permission condition is

According to the above-described aspect, since the above-described solution means is adopted, the solenoid current for driving the shift system solenoid is suppressed to a low level during the in-gear state in which a predetermined gear position is maintained, thereby reducing power consumption and improving fuel efficiency. can be done.

FIG. 1 is an overall system diagram showing an engine vehicle equipped with an automatic transmission to which the control device of Embodiment 1 is applied. FIG. 2 is a skeleton diagram showing an example of a gear train of an automatic transmission. FIG. 3 is an engagement chart showing the engagement state in each gear stage of the shift friction elements in the automatic transmission. FIG. 4 is a shift map diagram showing an example of a shift map in an automatic transmission. FIG. 5 is a hydraulic control system configuration diagram showing a control valve unit of an automatic transmission. FIG. 6 is a block diagram showing the detailed configuration of the shift control section of the transmission control unit. FIG. 7 is a flow chart showing the flow of shift system solenoid control processing executed by the shift control section. FIG. 8 shows the clutch/brake F1, the clutch/brake F2, the clutch/brake F3 (releasing clutch), the clutch/brake F4 (engaged clutch), and the line pressure when shifting from in-gear→during-shift→in-gear in a comparative example. 4 is a time chart showing indication pressure characteristics of the . FIG. 9 shows the clutch/brake F1, the clutch/brake F2, the clutch/brake F3 (releasing clutch), the clutch/brake F4 (engaging clutch), and the line when shifting from in-gear→during-speed→in-gear in the first embodiment. 4 is a time chart showing indicated pressure characteristics of pressure; FIG. 10 is a block diagram showing a transition state from clutch command pressure to clutch actual pressure. FIG. 11 is an explanatory diagram showing how to determine the engagement clutch command pressure (=CLOSE clutch command pressure) during in-gear. FIG. 12 is an explanatory diagram showing the relationship between the line pressure command pressure (=PL command pressure) and the engagement clutch command pressure (=CLOSE clutch command pressure) when shifting from gear shifting to in-gear. FIG. 13 is an explanatory diagram showing a change from the MAX instruction of the torque-up request permission condition associated with lowering the engagement clutch instruction pressure during in-gear.

A control device for an automatic transmission according to an embodiment of the present invention will be described below based on Example 1 shown in the drawings.

The control device of the first embodiment is applied to an engine vehicle (an example of a vehicle) equipped with a shift-by-wire and park-by-wire automatic transmission having nine forward gears and one reverse gear. be. Hereinafter, the configuration of the first embodiment is divided into "overall system configuration", "detailed configuration of the automatic transmission", "detailed configuration of the hydraulic control system", "detailed configuration of the shift control unit", and "transmission control processing configuration". explain.

[Overall system configuration (Fig. 1)]
The overall system configuration will be described below with reference to FIG. The drive system of the engine vehicle includes an engine 1 (drive source for running), a torque converter 2, an automatic transmission 3, a propeller shaft 4, and drive wheels 5, as shown in FIG. The torque converter 2 incorporates a lockup clutch 2a that directly connects the crankshaft of the engine 1 and the input shaft IN of the automatic transmission 3 by engagement. The automatic transmission 3 incorporates a gear train 3a and a park gear 3b. Attached to the automatic transmission 3 is a control valve unit 6 including spool valves, hydraulic control circuits, solenoid valves, and the like for shifting.

The control valve unit 6 has, as solenoid valves, six clutch solenoids 20 provided for each friction element, and one line pressure solenoid 21, lubrication solenoid 22, and lockup solenoid 23 provided one each. That is, it has a total of 9 solenoid valves. Each of these solenoid valves has a three-way linear solenoid structure, and receives a control command from the transmission control unit 10 and performs pressure regulation operation.

As shown in FIG. 1, the electronic control system of the engine vehicle includes a transmission control unit 10 (abbreviated as "ATCU"), an engine control module 11 (abbreviated as "ECM"), and a CAN communication line. 70 and. Here, the transmission control unit 10 is started/stopped by an ignition signal from a sensor module unit 71 (abbreviated as "USM"). In other words, the start/stop of the transmission control unit 10 is "wake-up/sleep control" that increases the variation of start-up compared to the start/stop by the ignition switch.

The transmission control unit 10 is mechanically and electrically integrated on the upper surface of the control valve unit 6, and has a main board temperature sensor 31 and a sub board temperature sensor 32 on the unit board in a redundant system while ensuring independence from each other. . That is, the main substrate temperature sensor 31 and the sub substrate temperature sensor 32 transmit sensor value information to the transmission control unit 10, but unlike a well-known automatic transmission unit, the transmission hydraulic fluid (ATF) is detected in the oil pan. Send temperature information without direct contact with the The transmission control unit 10 also receives signals from a clutch solenoid current sensor 12, a turbine rotation sensor 13, an output shaft rotation sensor 14, and a third clutch oil pressure sensor 15. Further, signals from the shifter control unit 18, the intermediate shaft rotation sensor 19, etc. are input.

Clutch solenoid current sensor 12 detects the solenoid current of each of the six clutch solenoids 20 and sends a monitor current signal to transmission control unit 10 . Turbine rotation sensor 13 detects the turbine rotation speed of torque converter 2 (=transmission input shaft rotation speed) and transmits a signal indicating turbine rotation speed Nt to transmission control unit 10 . The output shaft rotation sensor 14 detects the output shaft rotation speed of the automatic transmission 3 and transmits a signal indicating the output shaft rotation speed No (=vehicle speed VSP) to the transmission control unit 10 . The third clutch oil pressure sensor 15 detects the clutch oil pressure of the third clutch K3 and sends a signal indicating the third clutch oil pressure PK3 to the transmission control unit 10.

The shifter control unit 18 determines the range position selected by the driver's select operation on the shifter 181 and transmits a range position signal to the transmission control unit 10 . The shifter 181 has a momentary structure, has a P range button 181b on the upper portion of the operating portion 181a, and has an unlocking button 181c (only when N→R) on the side portion of the operating portion 181a. Range positions include H range (home range), R range (reverse range), D range (drive range), and N(d), N(r) (neutral range). The intermediate shaft rotation sensor 19 detects the rotation speed of the intermediate shaft (intermediate shaft = rotating member connected to the first carrier C1) and transmits a signal indicating the intermediate shaft rotation speed Nint to the transmission control unit 10 ( See Figure 2).

The transmission control unit 10 monitors changes in operating points (VSP, APO) due to vehicle speed VSP and accelerator opening APO on a gear shift map (see FIG. 4).
1. Auto upshift (due to vehicle speed increase while maintaining accelerator opening)
2. Foot release upshift (by accelerator foot release operation)
3. Foot return upshift (by accelerator return operation)
4. Power-on downshift (due to vehicle speed decrease while maintaining accelerator opening)
5. Small-opening sudden step downshift (due to small accelerator operation amount)
6. Large-opening sudden downshift (depending on the amount of accelerator operation: "Kickdown")
7. Gentle downshift (by gently depressing the accelerator and increasing vehicle speed)
8. Coast downshift (due to vehicle speed drop when accelerator foot is released)
Shift control is performed using a basic shift pattern called .

The engine control module 11 receives signals from an accelerator opening sensor 16, an engine rotation sensor 17, and the like.

The accelerator opening sensor 16 detects the accelerator opening due to the driver's accelerator operation, and transmits a signal indicating the accelerator opening APO to the engine control module 11 . The engine rotation sensor 17 detects the rotation speed of the engine 1 and transmits a signal indicating the engine rotation speed Ne to the engine control module 11 .

The engine control module 11 is connected to the transmission control unit 10 via a CAN communication line 70 capable of bidirectionally exchanging information. The engine control module 11 has a torque limit control section 110 that, when a torque limit request is input from the transmission control unit 10 via the CAN communication line 70, limits the engine torque to a predetermined upper limit torque. The engine control module 11 also has a torque-up control section 111 that increases engine torque when a torque-up request is input from the transmission control unit 10 via the CAN communication line 70 . When an information request is input from the transmission control unit 10, information on the accelerator opening APO and the engine rotation speed Ne is output to the transmission control unit 10. FIG. Furthermore, the information of the engine torque Te and the turbine torque Tt obtained by the estimated calculation is output to the transmission control unit 10 .

[Detailed configuration of automatic transmission (Figs. 2 to 4)]
The detailed configuration of the automatic transmission 3 will be described below with reference to FIGS. 2 to 4. FIG. The automatic transmission 3 has a gear train 3a (stepped transmission mechanism) capable of setting a plurality of gear stages and a plurality of friction elements, and is characterized by the following points.
(a) A one-way clutch that engages/idles mechanically is not used as a transmission element.
(b) Friction elements 1st brake B1, 2nd brake B2, 3rd brake B3, 1st clutch K1, 2nd clutch K2 and 3rd clutch K3 are engaged/released independently by clutch solenoid 20 during shifting. state is controlled.
(c) During in-gear to maintain the engagement state in the engagement pressure control of the friction element, instead of outputting the maximum pressure command to the clutch solenoid, the clutch solenoid 20 outputs an intermediate pressure command equivalent to the element input torque that can suppress clutch slippage. output to
(d) The second clutch K2 and the third clutch K3 have a centrifugal cancel chamber that cancels the centrifugal pressure due to the centrifugal force acting on the clutch piston oil chamber.

As shown in FIG. 2, the automatic transmission 3 includes, as planetary gears forming a gear train 3a, a first planetary gear PG1 and a second planetary gear PG2 in order from the transmission input shaft IN toward the transmission output shaft OUT. , a third planetary gear PG3, and a fourth planetary gear PG4.

The first planetary gear PG1 is a single pinion type planetary gear, and has a first sun gear S1, a first carrier C1 that supports a pinion that meshes with the first sun gear S1, and a first ring gear R1 that meshes with the pinion.

The second planetary gear PG2 is a single pinion type planetary gear, and has a second sun gear S2, a second carrier C2 that supports a pinion that meshes with the second sun gear S2, and a second ring gear R2 that meshes with the pinion.

The third planetary gear PG3 is a single pinion type planetary gear, and has a third sun gear S3, a third carrier C3 supporting a pinion that meshes with the third sun gear S3, and a third ring gear R3 that meshes with the pinion.

The fourth planetary gear PG4 is a single pinion type planetary gear, and has a fourth sun gear S4, a fourth carrier C4 supporting a pinion that meshes with the fourth sun gear S4, and a fourth ring gear R4 that meshes with the pinion.

The automatic transmission 3, as shown in FIG. 2, includes a transmission input shaft IN, a transmission output shaft OUT, a first connecting member M1, a second connecting member M2, and a transmission case TC. . A first brake B1, a second brake B2, a third brake B3, a first clutch K1, a second clutch K2, and a third clutch K3 are provided as friction elements to be engaged/released by shifting. there is

The transmission input shaft IN is a shaft to which driving force from the engine 1 is input via the torque converter 2, and is always connected to the first sun gear S1 and the fourth carrier C4. The transmission input shaft IN is connected to the first carrier C1 via the second clutch K2 so as to be connectable/disconnectable.

The transmission output shaft OUT is a shaft that outputs a changed drive torque to the driving wheels 5 via the propeller shaft 4 and a final gear (not shown), and is always connected to the third carrier C3. The transmission output shaft OUT is detachably connected to the fourth ring gear R4 via the first clutch K1.

The first connecting member M1 is a member that always connects the first ring gear R1 of the first planetary gear PG1 and the second carrier C2 of the second planetary gear PG2 without intervening a frictional element. The second connecting member M2 constantly connects the second ring gear R2 of the second planetary gear PG2, the third sun gear S3 of the third planetary gear PG3, and the fourth sun gear S4 of the fourth planetary gear PG4 without intervening friction elements. is a member to

The first brake B1 is a friction element capable of locking the rotation of the first carrier C1 with respect to the transmission case TC. The second brake B2 is a friction element capable of locking the rotation of the third ring gear R3 with respect to the transmission case TC. The third brake B3 is a friction element capable of locking the rotation of the second sun gear S2 with respect to the transmission case TC.

The first clutch K1 is a friction element that selectively connects between the fourth ring gear R4 and the transmission output shaft OUT. The second clutch K2 is a friction element that selectively connects between the transmission input shaft IN and the first carrier C1. The third clutch K3 is a frictional element that selectively connects between the first carrier C1 and the second connecting member M2.

Based on FIG. 3, a description will be given of a shift configuration for establishing each gear stage. The first gear (1st) is achieved by simultaneously engaging the second brake B2, the third brake B3 and the third clutch K3. The second gear (2nd) is achieved by simultaneously engaging the second brake B2, the second clutch K2 and the third clutch K3. The 3rd speed (3rd) is achieved by simultaneously engaging the second brake B2, the third brake B3 and the second clutch K2. The 4th speed (4th) is achieved by simultaneously engaging the second brake B2, the third brake B3 and the first clutch K1. The fifth speed (5th) is achieved by simultaneously engaging the third brake B3, the first clutch K1 and the second clutch K2. The above 1st to 5th gears are underdrive gears with reduction gear ratios exceeding 1.

The sixth speed (6th) is achieved by simultaneously engaging the first clutch K1, the second clutch K2 and the third clutch K3. This sixth gear is a direct gear with a gear ratio of 1.

The 7th speed (7th) is achieved by simultaneously engaging the third brake B3, the first clutch K1 and the third clutch K3. The eighth speed (8th) is achieved by simultaneously engaging the first brake B1, the first clutch K1 and the third clutch K3. The ninth speed (9th) is achieved by simultaneously engaging the first brake B1, the third brake B3 and the first clutch K1. The 7th to 9th speeds described above are overdrive gears with an increasing gear ratio of less than 1.

Furthermore, when up-shifting to an adjacent gear stage or down-shifting from among the first to ninth gear stages, as shown in FIG. . That is, shifting to an adjacent gear stage is achieved by releasing one friction element and engaging one friction element while maintaining engagement of two friction elements out of the three friction elements. .

A reverse speed (Rev) by selecting the R range position is achieved by simultaneously engaging the first brake B1, the second brake B2 and the third brake B3. When the N range position and the P range position are selected, basically all of the six friction elements B1, B2, B3, K1, K2 and K3 are released.

The transmission control unit 10 stores and sets a shift map as shown in FIG. This shift map is followed. That is, when the operating point (VSP, APO) at that time crosses the upshift line indicated by the solid line in FIG. 4, an upshift request is issued. Also, when the operating point (VSP, APO) crosses the downshift line indicated by the dashed line in FIG. 4, a downshift request is issued.

[Detailed configuration of hydraulic control system (Fig. 5)]
The detailed configuration of the hydraulic control system will be described below with reference to FIG. As shown in FIG. 5, the control valve unit 6 hydraulically controlled by the transmission control unit 10 includes a mechanical oil pump 61 and an electric oil pump 62 as hydraulic sources. The mechanical oil pump 61 is driven by the engine 1 and the electric oil pump 62 is driven by the electric motor 63 .

The control valve unit 6 includes a line pressure solenoid 21, a line pressure regulating valve 64, a clutch solenoid 20, and a lockup solenoid 23 as valves provided in the hydraulic control circuit. A lubrication solenoid 22 , a lubrication pressure regulating valve 65 and a boost switching valve 66 are provided. Furthermore, a P-nP switching valve 67 and a park hydraulic actuator 68 are provided.

The line pressure regulating valve 64 adjusts the hydraulic oil discharged from at least one of the mechanical oil pump 61 and the electric oil pump 62 to the actual line pressure PL based on the valve actuation signal pressure (=line command pressure) from the line pressure solenoid 21. Regulate pressure.

Here, the line pressure solenoid 21 is regulated and driven by a control command from the line pressure control section 100 provided in the transmission control unit 10 . The line pressure control unit 100 sets the target line pressure according to the input torque (driving torque, braking torque) to the gear train 3a. Then, the line pressure is determined based on the set target line pressure, and the line pressure solenoid 21 is driven by converting it into a solenoid current corresponding to the determined line pressure.

The clutch solenoid 20 is a shift system solenoid that uses the line pressure PL as a source pressure and controls engagement pressure and release pressure for each of the friction elements (B1, B2, B3, K1, K2, K3). Although FIG. 5 shows one clutch solenoid 20, each friction element (B1, B2, B3, K1, K2, K3) has six solenoids. Here, the clutch solenoid 20 is regulated and driven by a control command from a shift control section 101 provided in the transmission control unit 10 .

When the lockup clutch 2a is engaged, the lockup solenoid 23 controls the clutch differential pressure of the lockup clutch 2a by using the line pressure PL produced by the line pressure regulating valve 64 and the pressure regulation surplus oil.

Here, the lockup solenoid 23 is regulated and driven by a control command from the lockup control section 102 included in the transmission control unit 10 . The lock-up control unit 102 controls the zero-slip engagement state that allows a minute slip of the lock-up clutch 2a instead of the clutch differential pressure control that maintains the fully engaged state while the vehicle is traveling in a region equal to or higher than a predetermined vehicle speed set in the low vehicle speed region. is executed irrespective of the gear stage and speed change of the gear train 3a.

The lubrication solenoid 22 has the function of creating a valve actuation signal pressure to the lubrication pressure regulating valve 65 and a switching pressure to the boost switching valve 66, and adjusting the lubrication flow rate supplied to the friction elements to an appropriate flow rate to suppress heat generation. . The solenoid mechanically guarantees the minimum lubrication flow rate that suppresses the heat generation of the friction elements when not in continuous shift protection, and adjusts the amount of lubrication flow added to the minimum lubrication flow rate.

The lubrication pressure regulating valve 65 can control the lubrication flow rate supplied via the cooler 69 to the power train (PT) including the friction elements and the gear train 3a by the valve actuation signal pressure from the lubrication solenoid 22 . Friction is reduced by optimizing the PT supply lubrication flow rate with the lubrication pressure regulating valve 65 .

The boost switching valve 66 increases the amount of oil supplied to the centrifugal cancel chambers of the second clutch K2 and the third clutch K3 with the switching pressure from the lubrication solenoid 22 . This boost switching valve 66 is used to temporarily increase the amount of supplied oil when the amount of oil in the centrifugal cancellation chamber is insufficient.

The P-nP switching valve 67 switches the line pressure path to the park hydraulic actuator 68 by switching pressure from the lubrication solenoid 22 (or park solenoid). A parking lock for engaging the park gear 3b when the P range is selected and a parking lock release for releasing the engagement of the park gear 3b when the P range is selected to a range other than the P range are performed.

In this way, the configuration of the control valve unit 6 that eliminates the manual valve that is mechanically connected to the shift lever operated by the driver and switches the D-range pressure oil path, the R-range pressure oil path, the P-range pressure oil path, etc. there is When the shifter 181 selects the D, R, or N ranges, based on the range position signal from the shifter control unit 18, six friction elements are independently engaged/released. By-wire” has been achieved. Furthermore, when the P range is selected by the shifter 181, based on the range position signal from the shifter control unit 18, the P-nP switching valve 67 and the park hydraulic actuator 68, which constitute the park module, are actuated to perform a "park-by".・Wire” has been achieved.

[Detailed configuration of shift control section (Fig. 6)]
The detailed configuration of the shift control section 101 of the transmission control unit 10 will be described below with reference to FIG. As shown in FIG. 6, the shift control section 101 includes a shift condition determination section 101a, a shift system solenoid control section 101b, and a torque-up request section 101c.

The gear shift status determination unit 101a determines whether the gear is in the in-gear state in which a predetermined gear is maintained, or whether the gear shift is in progress from the start of the gear shift to the end of the gear shift.
Here, whether it is in gear or not is determined, for example, by a request to maintain a predetermined gear stage in the shift control process, and the actual gear ratio being within the range of the front-rear gear ratio deviation width of the set gear ratio for each gear stage. Determined by being in Further, whether the shift is in progress from the start of the shift to the end of the shift is determined by the fact that there is a shift request in the shift control process and the actual gear ratio is changed from the set gear ratio (shift start) at the gear before the shift to the gear after the shift. is the transition section up to the set gear ratio (end of gear shift).

A shift system solenoid control unit 101b determines clutch instruction pressures for a plurality of friction elements B1, B2, B3, K1, K2, and K3 based on the determination results from the shift condition determination unit 101a, and controls solenoids according to the clutch instruction pressures. It is converted into an electric current to drive the clutch solenoid 20 (transmission system solenoid). Of all the clutch solenoids 20, the transmission system solenoid control unit 101b determines that the engaged clutch instruction pressure output to the clutch solenoid 20 of the friction element whose engaged state is maintained is being shifted in the section determined to be in gear. lower than the designated section.

Here, the engagement clutch command pressure in the section determined to be in-gear is the line command pressure output from the line pressure control unit 100 plus the variation factor, and the engagement clutch command pressure in the in-gear is equal to or higher than the actual line pressure PL. It is assumed that the indicated pressure satisfies the relationship. Note that the "variation factor" means the sum of the variation compensation pressure, the override correction pressure, the overshoot correction pressure, and the variation in the clutch pressure (see FIG. 11).

In addition, the command pressure to engage the clutch in the section determined to be shifting exceeds the line command pressure in the section determined to be shifting. and In this embodiment, the engagement clutch command pressure in the section determined to be shifting is given by the maximum command pressure (MAX command pressure) (see FIG. 9).

The shift control unit 101 and the line pressure control unit 100 perform coordinated control so that the line pressure control unit 100 sets the line pressure command based on the determination result from the shift condition determination unit 101a. That is, the line pressure control unit 100 sets the indicated line pressure according to the magnitude of the input torque (load) to the gear train 3a in the section determined to be in gear (see FIG. 9). In addition, the line pressure control unit 100 sets a command pressure obtained by adding a shift inertia torque to the line command pressure in a section determined to be in gear in a section determined to be in gear (see FIG. 9).

Then, the line pressure control unit 100 and the transmission system solenoid control unit 101b set the shift start timing as the increase start timing of the line command pressure and the engagement clutch command pressure when shifting from the in-gear state to the shift state. Further, the line pressure control unit 100 sets the end timing of the gear shift as the timing to start decreasing the commanded line pressure when shifting from gear shifting to in-gear. However, when the transmission system solenoid control unit 101b reduces the engagement clutch instruction pressure by shifting from gear shifting to in-gear, the timing after the delay time has elapsed from the end of the gear shift is set as the timing at which the engagement clutch instruction pressure starts to decrease (Fig. 12).

The torque-up requesting section 101c permits a torque-up request by the engine 1 when a predetermined torque-up request permission condition is satisfied when the determination result from the gear-shift status determination section 101a indicates that the gear is downshifted. Here, the torque-up request unit 101c monitors each solenoid current value of the clutch solenoid 20. FIG. Then, the solenoid current value condition that any solenoid current value of the clutch solenoid 20 exists in the region from the solenoid off current value to the line pressure current value (line pressure current value + override correction current value). , is added to the torque-up request permission conditions (see FIG. 13).

[Transmission control processing configuration (Fig. 7)]
The shift control processing configuration executed by the shift control section 101 of the transmission control unit 10 will be described below with reference to FIG. Note that the shift control process of FIG. 7 starts when the ignition is turned on.

In step S1, following the start of processing, the start of replacement control in S7, or the ignition start-up in S14, whether or not the gear train 3a is in the in-gear state in which a predetermined gear is maintained. to judge whether If YES (in gear), proceed to step S2, and if NO (shift in progress), proceed to step S8.

In step S2, following the determination in step S1 that the vehicle is in gear, a friction element (referred to as an "engagement element") that maintains engagement is determined according to the gear stage selected at that time, and the process proceeds to step S3. move on. Here, for example, if the first gear is selected, as shown in FIG. 3, the second brake B2, the third brake B3 and the third clutch K3 are determined as the engagement elements. On the other hand, when the second gear is selected, as shown in FIG. 3, the second brake B2, the second clutch K2 and the third clutch K3 are determined as the engagement elements.

In step S3, following the determination of the engagement element in S2, the engagement clutch instruction pressure for the engagement element is determined, and the process proceeds to step S4. Here, the engagement clutch instruction pressure for the engagement element is set to an instruction pressure obtained by adding the variation factor to the line instruction pressure output from the line pressure control unit 100 .

In step S4, following the determination of the engagement clutch instruction pressure in S3, or the judgment in S5 that the transition from in-gear to gear shifting is not performed, output control of the engagement clutch instruction pressure during in-gear is executed, and step S5. proceed to

In step S5, following the output control of the engagement clutch instruction pressure during in-gear in S4, it is determined whether or not there is a shift from in-gear to shifting. If YES (transition from in-gear to shifting), proceed to step S6. If NO (not transition from in-gear to shifting), return to step S4.

In step S6, following the determination in step S5 that there is a shift from in-gear to gear shifting, the engagement clutch command pressure that maintains engagement even when gear shifting is started among the engagement elements is changed to the engagement clutch command pressure in in-gear. pressure to the engagement clutch instruction pressure (MAX instruction pressure) during gear shifting, and the process proceeds to step S7.

In step S7, following the rise to the maximum command pressure in step S6, the clutch command pressure to the element (releasing clutch), which is released when gear shifting starts, is decreased, and is newly engaged when gear shifting starts. The replacement control for increasing the clutch command pressure to the element (engagement clutch) is started, and the process returns to step S1.

In step S8, following the determination in S1 that the shift is in progress or the determination in S11 that the shift is not in progress from the shift to the in-gear, output control of the engagement clutch command pressure (MAX command pressure) during the shift. and proceed to step S9.

In step S9, following the output control of the engagement clutch instruction pressure during gear shifting in step S8, it is determined whether or not the torque-up request permission condition by the engine 1 is satisfied. In the case of YES (torque-up request permission conditions satisfied), the process proceeds to step S10, and in the case of NO (torque-up request permission conditions not satisfied), the process proceeds to step S11.
Here, "torque up" means, for example, during coasting due to fuel cut to the engine 1, when there is a request for a coast downshift, fuel recovery control is performed so as to speed up the progress of the coast downshift. It refers to increasing the rotational speed of the engine 1 . As for the torque-up request permission condition, the solenoid current value of any one of the clutch solenoids 20 is overridden from the solenoid-off current value to the line pressure current value as the engagement clutch instruction pressure in the in-gear is lowered. A solenoid current value condition is added that the solenoid current value exists in the area up to the added current value to which the current value is added.

In step S10, following the determination in step S9 that the torque-up request permission condition is satisfied, a torque-up request is output from the transmission control unit 10 to the torque-up control section 111 of the engine control module 11, and the process proceeds to step S11.

In step S11, it is determined whether or not there is a transition from gear shifting to in-gear following the determination in S9 that the conditions for permitting the torque-up request have not been met or the output of the torque-up request in S10. If YES (transition from shifting to in-gear), proceed to step S12; if NO (not transition from shifting to in-gear), return to step S8.

In step S12, it is determined whether or not the delay time has elapsed following the determination in step S11 that the shift is from shifting to in-gear. If YES (delay time has elapsed), the process proceeds to step S13, and if NO (delay time has not elapsed), the determination of step S12 is repeated. Here, the "delay time" is set to a time longer than the time required for the line pressure solenoid 21 to adjust the actual line pressure PL.

In step S13, following the determination in step S12 that the delay time has elapsed, the engagement clutch command pressure for the frictional element engaged in the gear position after the shift starts to decrease, and the process proceeds to step S14.

In step S14, it is determined whether or not the ignition is to be started and stopped following the initiation of reduction of the engagement clutch instruction pressure in S13. If YES (ignition activation stop), proceed to END, and if NO (ignition activation), return to step S1.

Next, "comparative examples and problem-solving measures" will be described. Then, the operation of the first embodiment will be described by dividing it into "shift control processing operation" and "characteristic operation of the first embodiment".

[Comparative example and problem solving measures (Figs. 8 and 9)]
FIG. 8 is a comparative example of the technique of outputting the clutch command pressure to the friction element that maintains engagement. In the comparative example, as shown in FIG. 8, during the in-gear in the gear stage before the shift start at time t1, the engagement clutch instruction pressure to the clutch/brake F1, the clutch/brake F2, and the clutch/brake F3 is defined as the MAX instruction pressure. do. Then, during gear shifting from time t1 to time t2, the clutch/brake F1 and clutch/brake F2 that are maintained in the engaged state are set to the maximum command pressure, and the clutch/brake F3 is set to the release clutch. Replacement control is performed using the brake F4 as an engagement clutch. Further, the engagement clutch command pressure to the clutch/brake F1, the clutch/brake F2, and the clutch/brake F4 during the in-gear in the gear stage after the shift at time t2 is set as the MAX command pressure.

In this way, in the comparative example shown in FIG. 8, the MAX command pressure is given as the engagement clutch command pressure to the shift system solenoids to the three friction elements that are maintained in the engaged state during the in-gear. there is As a result, there is a concern that the current for driving the shift system solenoid will also increase and the fuel consumption will deteriorate. In particular, in the case of the first embodiment, the number of shift stages is nine and the number of shift system solenoids is six. As the number of shift stages of the automatic transmission increases, the number of shift system solenoids controlling them also increases. , there was a problem that fuel efficiency deteriorated due to an increase in the electric current that drives the shift system solenoid. In the case of engine vehicles, there is a demand to improve fuel efficiency as much as possible in order to reduce the impact on the environment.

As a result of verifying solutions to the above problems and requirements, the inventors of the present invention have
(A) If the MAX command pressure is applied as the engagement clutch command pressure during in-gear, the difference between the actual line pressure and the clutch command pressure is large, and it is possible to lower the clutch command pressure during in-gear.
(B) On the other hand, if the engagement clutch instruction pressure is lowered to the same level as that during gear shifting during gear shifting, there is a concern that the required clutch hydraulic pressure cannot be ensured during the shifting transition period when inertia torque acts.
(C) When determining the engagement clutch command pressure, it is necessary to separate and determine the in-gear section and the shift section because the situation and requirements are completely different depending on whether the gear is in gear or gear shifting.
I focused on the point.

Based on the above points of interest, the transmission control unit 10 of the present disclosure has a shift status determination section that determines whether the gear is in-gear maintaining a predetermined gear or during shifting from the start of the shift to the end of the shift. 101a and the determination result from the shift condition determination unit 101a, the clutch instruction pressure for the plurality of friction elements B1, B2, B3, K1, K2, and K3 is determined, and converted into a solenoid current corresponding to the clutch instruction pressure. and a shift system solenoid control unit 101b that drives the clutch solenoid 20. The transmission system solenoid control unit 101b controls the engagement clutch command pressure output to the clutch solenoid of the friction element whose engagement state is maintained among the clutch solenoids 20 to be lower than the interval determined to be in gear in the interval determined to be in gear. We adopted the solution of lowering

That is, as shown in FIG. 9, during the in-gear in the gear stage before the shift start at time t1, the applied clutch instruction pressure to the clutch/brake F1, the clutch/brake F2, and the clutch/brake F3 is lower than the MAX instruction pressure. The indicated pressure is higher than the line pressure PL. During gear shifting from time t1 to time t2, the engagement clutch instruction pressure for clutch/brake F1 and clutch/brake F2, which are maintained in the engaged state, is higher than the actual line pressure PL (for example, MAX instruction pressure). , and replacement control is performed with the clutch/brake F3 as the release clutch and the clutch/brake F4 as the engagement clutch. Furthermore, during in-gear in the gear stage after the shift at time t2, the engagement clutch command pressure for the clutch/brake F1, clutch/brake F2, and clutch/brake F4 is lower than the MAX command pressure and higher than the actual line pressure PL. It is said that

In this way, the engagement clutch instruction pressure output to the clutch solenoid of the friction element whose engagement state is maintained in the clutch solenoid 20 is lower in the section determined to be in gear than in the section determined to be shifting. In other words, in the section determined to be in gear before time t1, the engagement clutch indicated pressure is lower than the MAX indicated pressure by the amount of arrow A, and in the section determined to be in gear after time t2, the indicated pressure indicated by arrow B is lower than the MAX indicated pressure. The engagement clutch instruction pressure is lowered by the amount. Therefore, the solenoid current for driving the clutch solenoid 20 is kept lower than when the engagement clutch command pressure is set to the MAX command pressure in the section determined to be in-gear. Therefore, the amount of electric power consumption other than during gear shifting (acceleration, steady state, deceleration, stop) is reduced by the amount of decrease in the solenoid current, and the reduction of electric power consumption leads to improvement in fuel efficiency of the engine 1 .

As a result, the solenoid current for driving the clutch solenoid 20 is kept low during the in-gear state in which a predetermined gear is maintained, thereby reducing power consumption and improving fuel efficiency. In addition, since the hydraulic pressure supplied to the friction elements that remain in the engaged state during shifting is higher than that during in-gear (during non-shifting), the friction elements that maintain the engaged state and other friction elements are determined from the supplied current. It gets faster. Therefore, when the state of the frictional element is determined by the solenoid current supplied to the clutch solenoid 20 and another control is performed, the state of the clutch solenoid 20 can be easily determined.

[Operation of shift control processing (Fig. 7)]
The shift control processing action will be described with reference to the flow chart of FIG. First, while the gear is in gear, the process proceeds from S1 to S2 to S3 to S4 to S5. While it is determined in S5 that there is no shift from in gear to shifting, the flow from S4 to S5 is repeated. In S2, an engagement element to be maintained in engagement is determined according to the gear stage selected at that time. In S3, the engagement clutch instruction pressure to the engagement element is determined. In S4, output control of the engagement clutch instruction pressure during in-gear is executed.

If it is determined in S5 that the shift is from the in-gear state to the shift state, the process proceeds from S5 to S6→S7→S1→S8. In S6, control is started to raise the engagement clutch instruction pressure, which is one of the engagement elements and remains engaged even after gear shifting starts, from the engagement clutch instruction pressure during in-gear to the engagement clutch instruction pressure (MAX instruction pressure) during gear shifting. be done. At S7, among the engagement elements, replacement control is started to decrease the clutch instruction pressure to the disengagement clutch and to increase the clutch instruction pressure to the engagement clutch in the shift at that time. In S8, output control of the engagement clutch instruction pressure (MAX instruction pressure) during shifting is executed.

When the output control of the engagement clutch instruction pressure during gear shifting is being executed, the torque-up request permission condition is not satisfied, and while the shift is not from gear shifting to in-gear, the process proceeds to S8→S9→S11. The flow is repeated. Then, when the torque-up request permission condition is satisfied, the process proceeds to S8->S9->S10->S11, and in S10, the torque-up request is output from the transmission control unit 10 to the torque-up control section 111 of the engine control module 11. .

If it is determined in S11 that the shift is from shifting to in-gear, the process proceeds from S11 to S12, in which it is determined whether or not the delay time has elapsed. While it is determined that the delay time has not elapsed, the execution of the output control of the engagement clutch command pressure during shifting is maintained despite the shift to the in-gear state. Then, when it is determined that the delay time has elapsed, the process proceeds from S12 to S13→S14. In S13, the engagement clutch instruction pressure for the friction element engaged in the gear position after the shift starts to decrease. In S14, it is determined whether or not the ignition is activated and stopped. If the ignition is activated, the process returns to step S1, and the in-gear process and the shift process are performed again. When the ignition is started and stopped, the process proceeds from S14 to END, and the shift control process ends.

[Features of Embodiment 1 (Figs. 10 to 13)]
In the first embodiment, the line pressure control unit 100 determines the line pressure based on the target line pressure corresponding to the input torque, converts it into a solenoid current corresponding to the determined line pressure, and drives the line pressure solenoid 21. . Then, in the shift system solenoid control unit 101b, the engagement clutch command pressure in the section determined to be in gear is added to the line command pressure by the variation factor, and the engagement clutch command pressure in the in gear is greater than or equal to the actual line pressure PL. It is set as the instruction pressure to be established.

First, the state of transition from clutch command pressure to clutch actual pressure will be described. As shown in FIG. 10, clutch command pressure→target solenoid current→solenoid actual current→solenoid drive→spool drive→clutch actual pressure. Of these, "spool drive" changes the spool position by the clutch solenoid 20 and performs pressure adjustment drive when the actual clutch pressure is less than the actual line pressure PL, which is the original pressure. However, if the actual clutch pressure is equal to or higher than the actual line pressure PL, which is the original pressure, the spool position is not changed by the clutch solenoid 20, and the pressure non-regulated state (full stroke) is continued, and the spool is not driven.

Therefore, as shown in FIG. 11, the engagement clutch command pressure (CLOSE clutch command pressure during in-gear) in the section determined to be in gear is changed to the line command pressure (PL command pressure) output from the line pressure control unit 100. It is assumed that the variation factor is added. In other words, the variation compensation pressure for the command oil pressure, the override correction pressure for the engine rotation speed, the overshoot correction pressure for the hydraulic frequency, and the clutch pressure variation due to the final test are assumed as the variation elements. As a result, the CLOSE clutch command pressure during the in-gear, which is the PL command pressure plus the variation factor, becomes a command pressure that satisfies the relationship that it is equal to or higher than the actual line pressure PL. In this way, by setting the engagement clutch command pressure during in-gear to a command pressure that satisfies the relationship CLOSE clutch command pressure≧actual line pressure PL, the clutch solenoid 20 is in a non-regulated pressure state in which the spool position is not changed during in-gear. can be continued, and the engaged state of the friction element in the in-gear can be stably maintained.

In the first embodiment, the line pressure control unit 100 sets the line command pressure in the section determined to be in gear to the line command pressure in the section determined to be in gear plus the shift inertia torque. Then, the transmission system solenoid control unit 101b causes the engagement clutch command pressure in the section determined to be shifting to exceed the line command pressure in the section determined to be shifting, so that the engagement clutch command pressure during the shift exceeds the actual line pressure PL The indicated pressure is such that the relationship described above is established.

In other words, when shifting gears, the variation element is added to the line command pressure (the line command pressure in in-gear plus the shift inertia torque) in the section determined to be in-gear, as in the case of in-gear. Think of it. However, the line command pressure itself in the section determined to be shifting is high, and it requires arithmetic processing to add a variation factor, so the engagement clutch command pressure in the section determined to be shifting For example, it is given by the MAX indicated pressure as in the comparative example. As a result, as shown in FIG. 9, the engagement clutch instruction pressure during shifting becomes an instruction pressure that satisfies the relationship of being greater than or equal to the actual line pressure PL. In this way, by setting the engagement clutch instruction pressure during gear shifting to an instruction pressure that satisfies the relationship of engagement clutch instruction pressure (MAX instruction pressure)≧actual line pressure PL, the clutch solenoid 20 changes the spool position during gear shifting. It is possible to continue the non-regulating state, and stably maintain the engaged state of the friction element during shifting. If the MAX command pressure is given as the engagement clutch command pressure in the section determined to be shifting, the arithmetic processing to add the variation factor can be omitted.

In the first embodiment, when the line pressure control unit 100 shifts from gear shifting to in-gear, the shift end timing is set as the drop start timing of the line command pressure. When the transmission system solenoid control unit 101b reduces the engagement clutch command pressure by shifting from gear shifting to in-gear, the timing after the delay time DT has elapsed from the end of the gear shift is set as the timing to start decreasing the engagement clutch command pressure.

That is, when the engagement clutch command pressure is decreased from the shift command pressure to the in-gear command pressure, the engagement clutch command pressure is decreased at the timing when the line command pressure starts to decrease, as shown in the upper part of FIG. 12 . In this case, the actual line pressure PL (actual PL pressure) drops at a gradual slope due to the delay in hydraulic response with respect to the drop in the commanded line pressure. It will be in a pressure regulation state that changes the spool position.

On the other hand, when the engagement clutch instruction pressure is decreased by shifting from gear shifting to in-gear, as shown in the lower part of FIG. It's timing. Therefore, when the engagement clutch command pressure is decreased from the command pressure during shifting to the command pressure during in-gear, the clutch solenoid 20 can continue the pressure non-regulation state in which the spool position is not changed.

In the first embodiment, the transmission control unit 10 permits a torque-up request by the engine 1 when a predetermined torque-up request permission condition is satisfied when the determination result from the gear-shift status determining section 101a indicates that the gear is being shifted by a downshift. A torque-up requesting unit 101c is provided. Then, the torque-up request unit 101c monitors the solenoid current value of each clutch solenoid 20, and the solenoid current value of any one of the clutch solenoids 20 exists in the range from the solenoid off current value to the line pressure current value. The solenoid current value condition that the torque is increased is added to the torque-up request permission condition.

That is, in the comparative example, the engagement clutch instruction pressure to the frictional element that maintains engagement is set as the MAX instruction pressure. Therefore, as shown in the upper part of FIG. 13, the condition for permitting the torque-up request is to monitor the solenoid current to each clutch solenoid, and if the current to any clutch solenoid is other than the MAX current, it means that the gear is being shifted. was identified as a condition for permitting a torque increase request. However, as with this technology, if control is performed to lower the indicated pressure of the engagement clutch during in-gear to below the MAX indicated pressure, the conditions for permitting torque-up requests will always be satisfied, including during in-gear, and the torque-up request will not be made. will allow.

On the other hand, the solenoid current value condition is such that the solenoid current value of any one of the clutch solenoids 20 is equivalent to the line pressure current value from the solenoid off current value (line pressure current value + override correction The condition is that it exists in the region (OK region) up to the current value). As a result, when the gear is in gear, the solenoid current falls within a region (NG region) between the line pressure current value and the MAX current value, and the torque-up request permission condition is not satisfied. On the other hand, during gear shifting, the torque-up request permission condition is established when the solenoid current of the release clutch drops below the line pressure current value. For this reason, while performing control to make the engagement clutch instruction pressure during in-gear lower than the MAX instruction pressure, the torque-up request permission condition is not satisfied during in-gear, and the torque-up request permission condition is satisfied during gear shifting. can be made

As described above, the control device for the automatic transmission 3 of the first embodiment has the following effects.

(1) Transmission system solenoids (clutch solenoids 20a, 20b, 20c, 20d, 20e, 20f) and changes the engagement state of a plurality of friction elements to perform shift control for switching a plurality of gear stages. hand,
The transmission control unit 10 is
a shift status determination unit 101a that determines whether the vehicle is in gear maintaining a predetermined gear stage or is shifting from the start of the shift to the end of the shift;
Clutch command pressures for the plurality of friction elements B1, B2, B3, K1, K2, and K3 are determined based on the determination results from the shift situation determination unit 101a, and are converted into solenoid currents corresponding to the clutch command pressures to be applied to the shift system solenoids. (clutch solenoid 20) is provided with a transmission system solenoid control unit 101b,
Of the transmission system solenoids (clutch solenoid 20), the transmission system solenoid control unit 101b outputs the engagement clutch command pressure to the transmission system solenoids of the friction elements that are maintained in the engaged state. lower than the section determined as
As a result, the solenoid current for driving the shift system solenoid (clutch solenoid 20) is kept low during in-gear while a predetermined gear is maintained, thereby reducing power consumption and improving fuel efficiency.

(2) A hydraulic control circuit provided with a shift system solenoid (clutch solenoid 20) has a line pressure regulating valve 64 for regulating the hydraulic oil discharged from the oil pumps 61 and 62 to the actual line pressure PL and the line pressure solenoid 21. ,
A line pressure control unit 100 for determining a line command pressure in the transmission control unit 10 based on a target line pressure corresponding to an input torque, converting the line pressure into a solenoid current corresponding to the determined line command pressure, and driving a line pressure solenoid 21. with
The transmission system solenoid control unit 101b adds the variation factor to the line command pressure to the engagement clutch command pressure in the section determined to be in-gear, and the relationship that the engagement clutch command pressure in the in-gear is equal to or higher than the actual line pressure PL is established. Use the indicated pressure.
As a result, the transmission system solenoid (clutch solenoid 20) maintains a non-regulated state in which the spool position is not changed during in-gear, and the engaged state of the friction element can be stably maintained during in-gear.

(3) The line pressure control unit 100 sets the line pressure command for the section determined to be in gear to a command pressure obtained by adding the gear shift inertia torque to the line command pressure for the section determined to be in gear, and
The transmission system solenoid control unit 101b says that the engagement clutch instruction pressure in the section determined to be shifting exceeds the line instruction pressure in the section determined to be shifting, and the engagement clutch instruction pressure during shifting is equal to or higher than the actual line pressure PL. It is assumed that the indicated pressure satisfies the relationship.
Therefore, during shifting, the shift system solenoid (clutch solenoid 20) continues to be in a non-regulating state in which the spool position is not changed, and the engaged state of the friction element can be stably maintained during shifting.

(4) The line pressure control unit 100 sets the shift end timing as the drop start timing of the line command pressure when shifting from gear shifting to in-gear.
When the transmission system solenoid control unit 101b reduces the engagement clutch command pressure by shifting from gear shifting to in-gear, the timing after the delay time TD has elapsed from the end of the gear shift is set as the timing to start decreasing the engagement clutch command pressure.
Therefore, when the engagement clutch command pressure is decreased from the command pressure during shifting to the command pressure during in-gear, the shift system solenoid (clutch solenoid 20) can continue the non-pressure regulating state in which the spool position is not changed.

(5) In the transmission control unit 10, when the determination result from the shift status determining section 101a indicates that the shift is in progress due to downshifting, a torque increase request by the engine 1 is permitted when a predetermined torque increase request permission condition is established. A request unit 101c is provided,
The torque-up request unit 101c monitors the solenoid current value of the transmission system solenoid (clutch solenoid 20), and the solenoid current value of any one of the transmission system solenoids is within the range from the solenoid off current value to the line pressure current value. A solenoid current value condition that exists is added to the torque-up request permission condition.
For this reason, while performing control to make the engagement clutch instruction pressure during in-gear lower than the MAX instruction pressure, the torque-up request permission condition is not satisfied during in-gear, and the torque-up request permission condition is satisfied during gear shifting. can be made

The automatic transmission control device according to the embodiment of the present invention has been described above based on the first embodiment. However, the specific configuration is not limited to the first embodiment, and design changes and additions are permitted as long as they do not deviate from the gist of the invention according to each claim of the scope of claims.

In the first embodiment, the transmission system solenoid control unit 101b determines the engagement clutch command pressure in the section determined to be in gear by adding a variation factor to the line command pressure. However, in the case of the transmission system solenoid control unit, if it is an example that the engagement clutch instruction pressure in the in-gear is set to the instruction pressure that satisfies the relationship of engagement clutch instruction pressure ≧ actual line pressure, the method of determination is not limited to adding the variation factor. Alternatively, for example, the actual line pressure may be monitored, and an engagement clutch command pressure exceeding the actual line pressure may be determined at any time.

Embodiment 1 shows an example in which the transmission system solenoid control unit 101b provides the engagement clutch command pressure in the section determined to be shifting by the MAX command pressure so as to exceed the line command pressure in the section determined to be shifting. rice field. However, for the transmission system solenoid control unit, if the engagement clutch instruction pressure during gear shifting is set to an instruction pressure that satisfies the relationship of engagement clutch instruction pressure ≧ actual line pressure, for example, a value slightly lower than the MAX instruction pressure An example given by

In the first embodiment, an example of the automatic transmission 3, which has six friction elements and achieves nine forward speeds and one reverse speed by engaging three friction elements, is shown. However, as an automatic transmission, a plurality of forward gears and reverse gears may be achieved by engaging two friction elements, or a plurality of forward gears and reverse gears may be achieved by engaging four friction elements. It is good as an example. Further, the automatic transmission may be an automatic transmission having stepped gears other than nine forward speeds and one reverse speed, or an automatic transmission with a sub-transmission that combines a belt-type continuously variable transmission and a multi-stage transmission. It may be a continuously variable transmission.

In the first embodiment, an example of the control device for the automatic transmission 3 mounted on the engine vehicle is shown. However, it can be applied not only to the engine vehicle but also to the control device of the automatic transmission of the vehicle equipped with the engine such as the hybrid vehicle.

This application claims priority based on Japanese Patent Application No. 2019-216994 filed with the Japan Patent Office on November 29, 2019, the entire contents of which are incorporated herein by reference.

Claims (6)

Shift control for switching a plurality of gear stages by controlling transmission system solenoids provided in each of a plurality of friction elements included in a stepped transmission connected to the engine and changing the engagement state of the plurality of friction elements. A control device for an automatic transmission comprising a transmission control unit that performs
A hydraulic control circuit provided with the transmission system solenoid has a line pressure regulating valve and a line pressure solenoid for regulating the hydraulic oil discharged from the oil pump to an actual line pressure,
The transmission control unit includes:
a shift status determination unit that determines whether the vehicle is in gear maintaining a predetermined gear stage or is shifting from the start of the shift to the end of the shift;
A shift system solenoid control unit that determines a clutch command pressure for the plurality of friction elements based on the determination result from the shift situation determination unit, converts the clutch command pressure into a solenoid current corresponding to the clutch command pressure, and drives the shift system solenoid. When,
a line pressure control unit that determines a line pressure based on a target line pressure corresponding to an input torque, converts the line pressure into a solenoid current corresponding to the determined line pressure, and drives the line pressure solenoid;
with
The line pressure control unit sets the shift end timing to the timing at which the line instruction pressure starts to decrease when shifting from the gear shift to the in -gear. The engagement clutch instruction pressure output to the shift system solenoid of the friction element maintaining is lower in the section determined to be in gear than the section determined to be in gear,
The engagement clutch instruction pressure in the section determined to be in-gear and the engagement clutch instruction pressure in the section determined to be shifting are set to the instruction pressure satisfying the relationship of being equal to or higher than the actual line pressure,
When the engagement clutch instruction pressure is reduced by shifting from the gear shift to the in-gear, the timing after the delay time has elapsed from the end of the gear shift is set as the timing to start lowering the engagement clutch instruction pressure.
Automatic transmission control device. In the control device for an automatic transmission according to claim 1,
The speed change system solenoid control unit adds a variation factor to the line command pressure to set the engagement clutch command pressure in the section determined to be in-gear so that the engagement clutch command pressure during the in-gear is equal to or higher than the actual line pressure. Let the indicated pressure satisfy the relationship
Automatic transmission control device. In the automatic transmission control device according to claim 2,
The line pressure control unit sets the indicated line pressure in the section determined to be in gear shift to the indicated pressure obtained by adding a shift inertia torque to the line indicated pressure in the section determined to be in gear,
The transmission system solenoid control unit causes the engagement clutch command pressure in the section determined to be shifting to exceed the line command pressure in the section determined to be shifting, and the engagement clutch command pressure during the shift is increased. The command pressure is set to satisfy the relationship of being equal to or higher than the actual line pressure.
Automatic transmission control device. Shift control for switching a plurality of gear stages by controlling transmission system solenoids provided in each of a plurality of friction elements included in a stepped transmission connected to the engine and changing the engagement state of the plurality of friction elements. A control device for an automatic transmission comprising a transmission control unit that performs
The transmission control unit includes:
a shift status determination unit that determines whether the vehicle is in gear maintaining a predetermined gear stage or is shifting from the start of the shift to the end of the shift;
A shift system solenoid control unit that determines a clutch command pressure for the plurality of friction elements based on the determination result from the shift situation determination unit, converts the clutch command pressure into a solenoid current corresponding to the clutch command pressure, and drives the shift system solenoid. When,
a torque-up requesting unit that permits a torque-up request by the engine when a predetermined torque-up request permission condition is established when the determination result from the gear-shift status determination unit indicates that the gear is being shifted by downshifting;
with
The shift system solenoid control unit controls the engagement clutch command pressure output to the shift system solenoid of the friction element that maintains the engaged state among the shift system solenoids to indicate that the section determined to be in-gear is in the gear shift state. lower than the determined interval,
The torque-up request unit monitors the solenoid current values of the shift system solenoids, and determines whether the solenoid current value of any one of the shift system solenoids exists in a region from a solenoid off current value to a line pressure current value. adding a solenoid current value condition that the
Automatic transmission control device. A transmission system solenoid provided for each of a plurality of friction elements included in a stepped transmission connected to an engine is controlled, and a hydraulic control circuit provided with the transmission system solenoid is supplied with hydraulic oil discharged from an oil pump in a real line. A control method for an automatic transmission having a line pressure regulating valve and a line pressure solenoid for regulating pressure, and performing shift control for switching a plurality of gear stages by changing engagement states of the plurality of friction elements,
determining whether the gear is in-gear maintaining a predetermined gear stage or during gear shifting from the start of gear shifting to the end of gear shifting;
determining a clutch instruction pressure for the plurality of friction elements based on the result of the determination, converting the clutch instruction pressure into a solenoid current corresponding to the clutch instruction pressure, and driving the shift system solenoid;
determining a line indicated pressure based on a target line pressure corresponding to an input torque, converting the determined line indicated pressure into a solenoid current corresponding to the determined line indicated pressure, and driving the line pressure solenoid;
When shifting from the gear shift to the in-gear, the gear shift end timing is set as the drop start timing of the line command pressure,
Among the shift system solenoids, the engagement clutch instruction pressure output to the shift system solenoid of the friction element that maintains the engaged state is made lower in the section determined to be in-gear than the section determined to be in the gear shift. ,
The engagement clutch instruction pressure in the section determined to be in-gear and the engagement clutch instruction pressure in the section determined to be shifting are set to the instruction pressure satisfying the relationship of being equal to or higher than the actual line pressure,
When the engagement clutch instruction pressure is reduced by shifting from the gear shift to the in-gear, the timing after the delay time has elapsed from the end of the gear shift is set as the timing to start lowering the engagement clutch instruction pressure.
A control method for an automatic transmission. Shift control for switching a plurality of gear stages by controlling transmission system solenoids provided in each of a plurality of friction elements included in a stepped transmission connected to an engine and changing the engagement state of the plurality of friction elements. A control method for an automatic transmission that performs
determining whether the gear is in-gear maintaining a predetermined gear stage or during gear shifting from the start of gear shifting to the end of gear shifting;
determining a clutch instruction pressure for the plurality of friction elements based on the result of the determination, converting the clutch instruction pressure into a solenoid current corresponding to the clutch instruction pressure, and driving the shift system solenoid;
during gear shifting by downshifting, permitting a torque-up request by the engine when a predetermined torque-up request permission condition is satisfied;
Among the shift system solenoids, the engagement clutch instruction pressure output to the shift system solenoid of the friction element that maintains the engaged state is made lower in the section determined to be in-gear than the section determined to be in the gear shift. ,
Solenoid current values of the transmission system solenoids are monitored, and the solenoid current value condition that the solenoid current value of any of the transmission system solenoids exists in the range from the solenoid off current value to the line pressure current value is determined. , in addition to the torque-up request permission conditions,
A control method for an automatic transmission.

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