JPH03186651A - Speed change control device of automatic transmission - Google Patents

Abstract

PURPOSE:To contrive rationalization of speed change timing by judging whether a speed change condition is good or not from torque of an output shaft in an upshift at the time of power off and correcting a connection-disconnection condition of a friction element in the next time based on a judged result of this speed change condition. CONSTITUTION:An output shaft torque detecting means (d), which detects a torque change in an output shaft (c) when an upshift is performed at the time of power off, and a speed change quality judging means (e), which judges whether a speed change is good or not based on a fluctuating condition of torque detected by the output shaft torque detecting means (d), are provided. Such a constitution is provided that in the case of judging by the speed change quality judging means (e) this time speed change condition as not rationally performed, a connection-disconnection condition of a friction element (a) is corrected by a speed change condition correcting means (f) at the time of a speed change in the next time. In this way, even in the case of generating an output change due to a secular change of an engine, connection timing of the friction element (a) can be rationalized in the speed change thereafter by correction by means of the actual output shaft torque.

Description

DETAILED DESCRIPTION OF THE INVENTION Field of the Invention The present invention relates to a device for appropriately controlling the speed change of an automatic transmission performed by engaging and releasing friction elements.

BACKGROUND OF THE INVENTION Conventional automatic transmissions installed in vehicles include hydraulically operated gear trains consisting of a plurality of planetary gear sets, as disclosed in, for example, Japanese Patent Application Laid-Open No. 62-62047. A plurality of friction elements such as clutches and brakes are incorporated, and a plurality of gears can be obtained by appropriately engaging and releasing the friction elements with hydraulic pressure supplied from a control valve.

Incidentally, in such an automatic transmission, the engagement and disengagement of the plurality of friction elements is performed by supplying and discharging the hydraulic pressure by switching two shift valves built into the control valve, and Switching between shift valves is done by turning on the solenoid valve provided for each.

This is done by switching OFF.

Then, turn on each of the above shift valves.

By electronically controlling the OFF switching point based on vehicle driving conditions, the engagement shock of the friction element, that is,
This is designed to reduce gear shift shock.

There are many possible cases for the above vehicle driving conditions, but
For example, if you take your foot off the accelerator pedal while driving to turn the power off, the throttle opening will decrease and the upshift will occur, but the solenoid valve switching timing in this case may be adjusted using a timer, or As proposed by the present applicant in Japanese Patent Application No. 6,312,712, adjustment was made using the gear ratio (rotation ratio of the output shaft).

Problems to be Solved by the Invention However, in such conventional shift control devices for automatic transmissions, the engagement and release timings of the friction elements, that is, the ON/OFF switching timings of the solenoid valves are determined by the above-mentioned timer or gear ratio. Even if this is done using a method, the configuration is determined according to a preset table.

Therefore, if the engine, which is the driving force generation source, changes over time during upshifts when the power is turned off,
As the rate at which the engine speed decreases changes from the originally expected state, it becomes impossible to execute appropriate switching timing, and as a result, it becomes impossible to effectively suppress shift shock. there were.

Therefore, in view of such conventional problems, the present invention determines whether the gear shift state is good or bad based on the torque of the output shaft during upshifting when the power is turned off, and based on the result of this determination, corrects the next engagement and release conditions of the friction element. It is an object of the present invention to provide a shift control device for an automatic transmission that can obtain appropriate shift timing.

Means for Solving the Problems To achieve the above object, the present invention is incorporated into a gear train and fastened, as shown in FIG.

In an automatic transmission equipped with a friction element a that performs gear change switching when released, an output shaft torque detection means d detects a torque change of an output shaft C when upshifting is performed in a power-off state; A shift quality determining means e for determining the quality of the gear shift based on the torque fluctuation state detected by the output shaft torque detection means d; If determined, a shift state correction means f corrects the engagement and release conditions of the friction element a during the next shift.
It is configured by providing and.

Effects With the above-described configuration, the automatic transmission shift control device of the present invention can perform upshifts in the power-off state.
The shift quality determining means e determines whether the gear shift is successful or not based on the torque fluctuation of the output shaft C, and based on this, the friction element a is engaged during the next gear shift.

By correcting the release condition, even if the output changes due to changes in the engine over time, the correction is made using the actual output shaft torque, so the engagement timing of friction element a can be adjusted appropriately in subsequent gear changes. You will be killed.

In addition, the above-mentioned engagement and release conditions for the friction element a are as follows:
Hydraulic pressure supply when tightening and releasing.

It can be set as the exhaust timing.

Further, the engagement and release conditions for the friction element a may be the capacity of the hydraulic pressure when the friction element a is engaged and released.

Furthermore, the torque of the output shaft C can be directly detected by using an output shaft torque sensor as the output shaft torque detection means d.

Furthermore, as the output shaft torque detection means d, a rotation ratio detection means for detecting the rotation ratio of the input shaft g and the output shaft C is used,
The torque of the output shaft C can be estimated from the rotation ratio.

Example Hereinafter, embodiments of the present invention will be described in detail based on the drawings.

That is, FIG. 2 shows a schematic configuration of a first embodiment of the shift control device fflO for an automatic transmission according to the present invention (description will be given later), and FIG. FIG. 4 is a schematic diagram showing an embodiment of a gear train of an applied automatic transmission. FIG. 4 is a schematic diagram showing an embodiment of a control valve for switching the gear ratio of the gear train.

The gear train of the above automatic transmission is the first planetary gear silk PG.
It is configured with two gear sets: + and a second planetary gear set PC.

Above 1. The second planetary gear sets PG+ and PGt are each configured as simple planetary gears, and the first. 2nd Sangiya S...
S, and the first. 2nd pinion gear P,,P.

And the first. second ring gears R, , R, and first ring gears R, , R,; It is constituted by second binion carriers PC, , PC, and.

Also, the above 1. As shown in the figure, the gear train composed of the second planetary gear set PC, PC, includes a reverse clutch R/C connecting the input shaft I/S and the first sun gear S1, and a reverse clutch R/C connecting the input shaft I/S and the first sun gear S1. High clutch H/C connecting with Binion carrier PC,
A forward clutch F/C connects the first pinion carrier PCI and the second ring gear R2.

A band brake B/B that fixes the first sun gear S to the casing C/S side and a low and reverse brake L&R/B that fixes the first binion carrier PC3 to the casing C/S side are provided.

Further, a forward one-way clutch F10.C is connected between the forward clutch F/C and the second ring gear R2.
is provided, and a row one-way clutch L10 is provided between the first pinion carrier PC1 and the casing C/S.
-C is provided, and an overrun clutch O-C is provided between the first pinion carrier PC1 and the second ring gear R1 in parallel with the forward one-way clutch F10-C.
R/C is placed.

Furthermore, one rotation of the engine is input to the input shaft I/S via the torque converter T/C.

By the way, in the automatic transmission 2 described above, each friction element (R/C, H/C, F/C, B/B.

L&R/B) are engaged and released by the line pressure as the hydraulic pressure supplied from the engine control valve 6, so that various gears can be obtained.

(Margins below) Table 1 In the same table, ○ marks indicate a fastened state, and no marks indicate a released state.

Further, the forward one-way clutch F10.C is free when the second ring gear R rotates in the forward direction with respect to the first pinion carrier PC, and is locked when it rotates in the reverse direction.
0-C is free when the first pinion carrier PCI rotates in the forward direction, and is locked when it rotates in the reverse direction.

Furthermore, although the above-mentioned overrun clutch 0-R/C is not shown in Table 1, the overrun clutch 0-R/C
When the accelerator opening is engaged at a lower gear than 3rd gear and the opening degree is 1/16 or less, the function of the forward one-way clutch F10.C is eliminated and the engine brake is activated.

On the other hand, the control valve shown in FIG. 4 is the pressure regulator valve 20. Pressure modifier valve 22. Line pressure solenoid 24° pilot valve 26
．． ) Luk converter regulator valve 28. Lockup control valve 30, shuttle valve 32.
Lock-up solenoid 34. Manual valve 36. 1st
Shift valve 38. Second shift valve 40. First shift solenoid 42. Second shift solenoid 44. forward club
Notch control valve 46.3-2 Timing valve 48.4
-2 relay valve 50.4-2 sequence valve 52. Lunge pressure reducing valve 54. Shuttle valve 56. Overrun clutch control valve 58. 3rd shift solenoid 60° Overrun clutch pressure reducing valve 62, 2nd speed servo apply pressure accumulator 64, 3rd speed servo release pressure accumulator 6
A 6.4-speed servo apply pressure accumulator 68, an accumulator control valve 70, etc. are provided.

Each component of the control valve 6 has the relationship shown in the figure, with the reverse clutch R/C, high clutch II/C, forward clutch F/C, brake band B/B, low and reverse brake L&
It is connected to each friction element of R/B, overrun clutch 0 and R/C, and oil pump O/P, and by the switching combination of the first shift valve 38 and the second shift valve 40,
Hydraulic pressure is supplied and stopped to each friction element, and line pressure as a fastening pressure supplied to each friction element is controlled.

The detailed configuration and functions of each component of the hydraulic pressure control circuit are the same as those described in Japanese Patent Application Laid-Open No. 62-62047, and detailed explanation thereof will be omitted.

Incidentally, the above bunt brake B/B is a band servo B/S.
The band servo B/S is operated by: 2nd speed servo apply pressure chamber 2S/A, 3rd speed servo release pressure chamber 3
Composed of S/R and 4th speed servo apply pressure chamber 4 S/A, bunt brake B/B is engaged by supplying hydraulic pressure to 2nd speed servo apply pressure chamber 2S/A, and in this state, 3rd speed servo The bunt brake B/B is released by supplying hydraulic pressure to the release pressure chamber 3S/R, and furthermore, in this state, hydraulic pressure is supplied to the 4-speed servo apply pressure chamber 4S/A, thereby releasing the bunt brake B. /B has a structure that is fastened.

By the way, the above 1. The switching of the second shift valve 38, 40 is performed by the first shift valve 38.40. Turn on the second shift solenoid 42°44,
This is done when it is OFF, and when it is ON, these first. Pilot sweat is supplied to the second shift valve 38, 40, and it is in the right half position (upper position) in the figure, and when it is OFF, the pilot pressure is drained and the second shift valve 38.40 is in the right half position (upper position) in the figure. The second shift valves 38 and 40 are in the left half position (lower position) in the figure.

Above 1. The second shift solenoid 42.44 is
As shown in the table, it is turned on according to each gear.

OFF switching is performed.

(Margin below) Table 2 By the way, the above 1. 2nd shift solenoid 42.44
A drive signal is output from the A/T control unit 200 shown in FIG. 5 to the line pressure solenoid 24, lock-up solenoid 34, and overrun clutch solenoid 60 shown in FIG. 4 above. .

The ^/T control unit 200 has an input interface 201. Reference pulse generator 202, CPU
(Central processing unit) 203. ROM (read-on memory) 204. RAM (random access memory) 20
5. and an interface 206, which are connected by an address bus 207 and a data path 208.

The A/T controller unit 200 also includes an engine rotation sensor 210. Output shaft rotation speed sensor 211
．． Throttle opening sensor 212. Select position switch 213. Kickdown switch 214. Idle switch 215. Full throttle switch 216. oil&
Sensor 217° Input shaft rotation speed sensor 218. The detection signal of the output shaft torque sensor 219 is manually input.

The control circuit of the A/T control unit 200 has a built-in configuration shown in FIG. 2 above.

That is, in the figure, the detection signals of the human power shaft rotation speed sensor 218 and the output shaft rotation speed sensor 211 are output to the same rotation ratio calculation means 220 and output to the automatic transmission hole.

The rotation ratio (gear ratio) of the output shaft is calculated, and the calculation result is output to the heel/idle switching means 222, and the solenoid switching means 222 selects the first. Second shift solenoid 42.
The timing of the switching signal output to 44 is controlled.

On the other hand, the detection signal of the output shaft torque detection means 219 is output to the shift quality determination means 224, which determines whether the gear shift is good or not, that is, whether the gear shift was executed as intended without causing a shift shock. The determined result is output to solenoid switching correction means 226 as a shift state correction means.

Then, the solenoid switching correcting means 226 outputs a signal for correcting the switching timing to the solenoid switching means 222 if the shifting condition is not good as a result of the determination by the shifting quality determining means 224, thereby optimizing the shifting. It is designed to be planned.

The above ^/T control unit 200 has the flowcharts shown in FIGS. 6 to 10, and the above 1. Timing control of switching signals output to the second solenoid valves 42 and 44 is performed.

That is, FIG. 6 above shows the A/T control unit 200.
This flowchart is processed every predetermined short time (for example, 5 ssec), and first, in steps 300 and 301, the throttle opening, vehicle speed, input rotation speed NT, and output rotation speed N are . are read respectively, and in step 302, the person,
Calculate the rotation ratio (gear ratio) G (-N, /N,) of the output shaft.

In step 303, a gear position is determined from the read throttle opening degree and vehicle speed based on a shift diagram (not shown), and in step 304, it is determined whether a shift is required.

If it is determined that a shift is necessary, the process proceeds to steps 305 to 310, and if a shift is not necessary, the process proceeds to step 311, where the current gear is maintained, and in step 312, the current output is changed. The solenoid drive signal continues to be output.

In the above shift processing routine, after the type of shift is identified using the step knob 305, the timing rotation ratio data for solenoid switching and the ON/OFF state of the solenoid are set using the step knob 306, and then step 307
After determining the solenoid output in step 308, output shaft torque detection processing is performed.

Next, in step 309, it is determined whether or not the shift has been completed. If the shift has not been completed, a solenoid drive signal is output from step 312 according to the state determined in step 307, and it is determined that the shift has been completed. If so, in step 310, the quality of the gear change is determined, and the timing rotation ratio data is corrected according to the result.

In the present embodiment, the determination at step 309 to end the shift is made by a timer, and when a predetermined period of time has elapsed since it was determined at step 304 that the shift was necessary,
It is presumed that the gear shift has been completed.

By the way, the above step 306 is the subroutine of FIG. 7, the above step 307 is the subroutine of FIG. 8, the above step 308 is the subroutine of FIG. 9, and the above step 3
10 are respectively processed by the subroutines shown in FIG.

That is, in FIG. 7, first, in step 320, the state of the first shift solenoid 42 before and after the shift is set, and in step 321, the state of the second shift solenoid 44 before and after the shift is set.

Next, the switching timing gr2gt of the first shift solenoid 42 is set in step 322 based on the type of shift, throttle opening, and idle switch state,
Similarly, in step 323, switching timings g3 to g4 of the second shift lens 44 are set.

The switching timings g1 to g4 are, for example, in the case of a 12-speed transmission, g+1gx is determined by the table in FIG. 11(a), and g39g4 is determined by the table in FIG. 11(b).

Next, in step 324, it is determined whether the shift is an upshift, and in step 325, it is determined whether the idle switch is on. If it is not an upshift or the idle switch is off, the process returns directly.

On the other hand, if the upshift and the idle switch are ON, that is, if the foot is released and the upshift is performed, step 3
26 and step 327, correction is performed by adding a correction value Ag (learning value) set in FIG. 10, which will be described later, to the timing rotation ratio data gl, g, and gs2ga.

FIG. 8 shows a solenoid switching determination routine. First, it is determined in step 330 whether or not the gear shift is an upshift. If it is an upshift, the actual rotation ratio G is determined as g in step 331.

It is determined whether or not (G≦g+).

In the case of 62g, it is determined in step 332 whether G is less than or equal to g (G≦gt), and in the case of 62g, the first shift solenoid 42 is set to the post-shift state in step 333, and the process proceeds to step 334.

If G is greater than g+ in step 331 above,
In step 335, the first shift solenoid 42 is set to the pre-shift state, and the process proceeds to step 334, and if G is greater than g in step 332, the first shift solenoid 42 is set to the pre-shift state in step 336. The state is reversed and the process proceeds to step 334 described above.

Note that reversing the shift solenoid means turning it off if it was on before the shift, and turning it on if it was off before the shift, and the same applies hereafter.

In step 334, it is determined whether G is less than or equal to g (62g3), and if G is less than or equal to g3, it is determined in step 337 whether G is less than or equal to g4 (G≦g+), and G If it is 84 or less, step 338 brings the second shift solenoid 44 into the post-shift state.

If G is larger than g in step 334, step 339 sets the second shift solenoid 44 to the pre-shift state, and if G is larger than g4 in step 337, step 340 sets the second shift solenoid 44 to the pre-shift state. The shift solenoid 44 is reversed from the state before shifting.

If it is determined in step 330 that the shift is not an upshift, that is, if it is a downshift, steps 341 to 350 are executed.

Note that steps 341 to 350 above are steps 341.
The directions of the inequality signs in steps 342, 344, and 347 are reversed from those in steps 331, 332, 334, and 337, and the other steps are the same as in steps 330 to 3.
Since the same processing as in 40 is performed, the explanation will be omitted here.

FIG. 9 shows a routine for detecting the output shaft torque, and calculations for the routine shown in FIG. 10, which will be described later, are performed.

That is, in this routine, first, in step 360, it is determined whether or not there is an upshift, and in step 361, it is determined whether or not the idle switch is ON. If it is not an upshift and the idle switch is OFF, the process proceeds to step 362, and the learning prohibition flag is set. is set to "l" and this routine ends.

On the other hand, if the upshift and the idle switch are ON, that is, if the foot is released and the upshift is performed, step 3
1st by 63. It is determined whether the second shift solenoid 42, 44 has been switched from the state before gear shifting. If it is determined that the second shift solenoid 42, 44 has been switched, the process proceeds to step 364, where the output shaft torque T of the automatic transmission is determined. Load.

Then, the output shaft torque T read in the steps 365 to 368 below. Perform judgment processing regarding.

That is, the output shaft torque T, which was previously read in step 365, is T. Larger than Plug (T.

>ToPlug), and if it is larger, the process advances to step 366 and the current T is determined. T. Plug and proceed to step 367, where To is T. If it is less than Plug, step 366 is bypassed and step 36 is executed.
Jump to 7.

T in step 367 above. is T. Determine whether it is smaller than Minus (T o < T o Minus),
If it is smaller, proceed to step 368 and select T this time. To
Set it to Minus and proceed to step 369, where To is T. If it is Minus or more, step 368 is bypassed and the process jumps to step 369.

That is, in steps 365 to 368, the current output shaft torque T. But last time T. Plus and ToMin
The maximum and minimum values are detected by determining whether they are larger or smaller than us, and the maximum and minimum values are determined by
In the routine shown in the figure, this is used as a condition to determine whether the torque has jumped out or pulled in.

On the other hand, in step 363 above, the shift lever maid 42.4
If it is determined that T.4 has not switched, step 370 indicates that T.4 has not been switched. Set Plus and T oMinus to 0, proceed to step 369, and proceed to step 369.
Then, the learning prohibition flag is cleared (set to "0") and this routine is ended.

Furthermore, the output shaft torque T of the automatic transmission. The reason why the shift solenoid 42.44 is read after the shift solenoid 42.44 is switched is to avoid erroneous detection between the shift judgment and the shift change of the shift solenoid 42.44.
This is because it is desired to sample the data after switching 4.

Figure 10 shows a so-called learning routine that determines the quality of the shift and calculates Jg for correcting the timing rotation ratio data g1 to g4.
It is activated only once.

That is, in this routine, it is first determined in step 380 whether the learning prohibition flag set in the routine of FIG.
1 clears the learning prohibition flag and returns.

On the other hand, if it is determined in step 380 that the learning prohibition flag is not "l", that is, if it is "0", ToPIus is set to T in step 382.

(T, is a predetermined constant) greater than (T o
Plug > T p), and select ToPIus.
> If TP, output shaft torque T. In this case, it can be assumed that the shift solenoids 42 and 44 were switched too quickly, so the process goes to step 383 and changes the rotation ratio data correction amount from 71g to 71g.
Set as the value obtained by subtracting g'(,ag4-Ag-Ag').

Therefore, by reducing Ag' in this way, the switching timing can be delayed as a result.

Note that Ag' is gear ratio data and is set to a value such as 0.1.

Next, in step 382 above, T. If it is determined that Plug is less than or equal to TP, the process advances to step 384, and T o
It is determined whether Minus is smaller than TM (TN is a predetermined constant) (ToMinus<T.), and if it is determined that ToMinus is greater than or equal to T, the process returns as is.

On the other hand, if ToMinus<TN, the output shaft torque T.

In this case, it can be assumed that the switching of the shift solenoids 42 and 44 was too slow, so the process proceeds to step 385 and the value obtained by adding Ag' to the correction mAg of the rotation ratio data is determined. CAg 4-Ag +J
g').

Therefore, by adding Ag' in this manner, the switching timing can be brought forward as a result.

Then, from step 383 and step 385, the process proceeds to step 386, where ToPlus and T. Mi
After clearing nus, the learning prohibition flag is cleared in step 381, and the process returns.

By performing the shift control of the automatic transmission of this embodiment with the control described in 1- above, the ! of FIG. 12 is achieved. The time sequence shown by way of example during the -2 gear shift is obtained.

In the same figure, the solid line indicates when the gear shift is performed well, the broken line indicates when torque jumps out and the friction element is engaged too quickly, and the - dotted line indicates when torque pull-in occurs and the engagement of the friction element is delayed. Indicates a case where the amount is too high.

That is, in such a time sequence, the output shaft torque T. As shown in the characteristics, the torque T. If there is a jump, the first shift solenoid 42 will be turned on at the next shift.
If the timing of switching from to OFF is delayed to E position and torque To is pulled,
The timing at which the first shift solenoid 42 is switched in the next gear change is advanced to the A position.

Therefore, when a torque jump occurs, the switching of the first shift solenoid 42 is delayed, and as shown in the hydraulic characteristics, the rise of the second speed pressure P is delayed, and accordingly,
Since the engagement timing of the friction element (band brake B/B) is delayed, and the switching of the first shift solenoid 42 is accelerated when torque is being drawn, the engagement timing of the band brake B/H is accordingly earlier. As a result, the gear shift can be performed properly and shift shock can be prevented from occurring.

FIG. 13 is a schematic configuration diagram showing a second embodiment of the present invention.While the first embodiment described above corrects the gear ratio G table, this second embodiment corrects the shift solenoid 42.
．． 44 is switched by a timer, and the timer table is corrected.

Note that FIG. 13 corresponds to FIG. 2 showing the first embodiment, and the same parts as those in FIG. 2 are denoted by the same reference numerals and redundant explanation will be omitted.

That is, in this embodiment, the rotation ratio calculation means 22 of the first embodiment
0, a timer detection means 230 is provided, and the fourteenth
From the figure, it is controlled using the flowchart of FIG. 17 and the table of FIG. 18.

That is, the flowchart of FIG. 14 replaces the main routine of FIG. 6 of the first embodiment, and the processing portions that differ between the embodiment of FIG. 6 and this embodiment are step 301a corresponding to step 301. Then, the output rotation speed N. At the same time, the processing corresponding to the rotation ratio calculation in step 302 is abolished.

Further, in step 306a corresponding to step 306, timer data for switching the shift solenoids 42 and 44 and ON/OFF states of the shift solenoids 42, 44 are set, and in step 310a corresponding to step 310, timer data correction is performed. is performed, and after step 311, the timer T is cleared (“O”
(step 313) is added.

Otherwise, the same processing as in the flowchart of FIG. 6 above is performed, and the same step numbers are given to the same processing portions, and redundant explanation will be omitted.

FIG. 15 corresponds to the subroutine of FIG. 7 of the first embodiment, and in this embodiment, steps 322 and 32 of FIG.
Switching timing g+2g shown in 3,326.327
t, gs, g4, and 4g in steps 322a, 323a, and 32 of this embodiment corresponding to these step numbers.
6a and 327a, processing is performed in which the switching timings T I + T t, T s, T 4 and /JT are replaced by a timer, and the other steps are the same and are given the same step numbers and their explanations will be omitted.

In addition, the above switching timing T I, T t, T s,
T4 is determined from the tables in FIGS. 18(a) and 18(b).

FIG. 16 corresponds to the subroutine shown in FIG. 8 of the first embodiment. First, in step 390, a count number "1" is added to the current timer value and is set as timer T. At step 391, it is determined whether or not 'r is less than or equal to the switching timing T. If T≦T1, then at step 392, the first shift solenoid 42 is brought into a pre-shift state.

On the other hand, if T is greater than T, it is determined in step 393 whether T is less than or equal to switching timing T, and T≦
] In the case of 1, the first shift solenoid 42 is reversed from the state before the gear change in step 394.

If T is greater than T, proceed to step 395 and perform the first
The shift solenoid 42 is placed in the post-shift state, and the process proceeds to step 396 in the same way as in the case of step 392 or 394, where T is set to T.

It is determined whether the following is true, and if T≦T3, step 3
97, the second shift solenoid 44 is returned to the state before shifting.

On the other hand, if T is greater than T3, it is determined in step 398 whether T is less than or equal to T4, and if T≦T4, the second shift solenoid 44 is reversed from the state before shifting in step 399, and the process returns.

If T is larger than T4, the second shift solenoid 44 is brought to the post-shift state in step 400, and then the process returns.

FIG. 17 corresponds to the subroutine in FIG. 10 of the first embodiment, and in this embodiment, steps 383 and 383 in FIG.
385 as AT and AT'
The other steps are the same, the same step numbers are given, and the explanation is omitted.

Therefore, this second embodiment can also exhibit the same functions as the first embodiment.

In addition, in the time sequence shown in FIG. 12, the gear ratio G characteristic is deleted, and a timer diagram (not shown) is added in its place.

FIG. 19 is a schematic configuration diagram showing a third embodiment of the present invention. In the first and second embodiments, the output shaft torque detection means 219 (FIGS. However, in this embodiment, the rotation ratio calculation means 220 is also used as an output shaft torque detection means, and the rotation ratio (gear ratio) calculated by the rotation ratio calculation means 220 is used. The torque is determined based on the torque.

In addition, the above-mentioned FIG. 19 is the above-mentioned 1. This corresponds to FIG. 2 and FIG. 13 showing the second embodiment, and these FIGS.
Components that are the same as those in FIG. 3 are given the same reference numerals and redundant explanations will be omitted.

That is, in this embodiment, the calculation result of the rotation ratio calculation means 220 is also input manually to the gear shift quality judgment means.
The flowchart in this case can be achieved by replacing FIG. 9 with FIG. 20 and replacing FIG. 10 with FIG. 21.

In FIG. 20, the step numbers corresponding to steps 364 to 370 in FIG. G. 71G is obtained from the difference with LD, and To'' shown in FIG. 9 is replaced with IG'' in the flow below.

Also, in Ste Nobu 365b, AG < 4G Min
11G in step 366b.
Set as Minus←AG, and step 36
In 7b, JG > AG Plus is determined, and
In step 368b, it is set as AGPIus4-13G, and further, in the step 369, step 37
1 is newly set, and in step 371, the currently detected G
is set to GOLD.

In FIG. 21, step numbers corresponding to steps 382 and 384 in FIG. 1O are shown as 382b and 384b, and in step 382b, ! IG Minus<AG
In addition to determining M, in step 384b, AG P
lus>AG p, and the other things are the same.

Therefore, in this third embodiment, we focus on the rate of change AG of the rotation ratio (gear ratio) G, and as shown in FIG. It is determined that a pull-in has occurred.

Note that the positions indicated by alphabets A-G in FIG. 22 above are the ties in FIG. 12 above! - Corresponds to the position of A-G in the sequence.

Further, although the control shown in FIG. 21 above shows the case where gear ratio table correction is used, the invention is not limited to this, and timer correction can be used as shown in the second embodiment, and the same function can be obtained. can.

Incidentally, in each of the embodiments described above, the switching timing of the shift solenoid, that is, the case where the rise of the engagement pressure supplied to the friction element is temporally controlled, but the invention is not limited to this, and the engagement capacity of the friction element is controlled. In other words, the engagement timing of the friction element can also be controlled by changes in the engagement pressure, and in this case, the duty ratio of the drive signal output to the line pressure solenoid 24 shown in FIG. 62-62047)).

As described in detail, in the automatic transmission shift control device of the present invention, when an upshift is performed in the power-off state, the success or failure of the shift is determined from the torque fluctuation of the output shaft, and based on this, the next shift is determined. By using a configuration in which the engagement and release conditions of the friction element are corrected during gear shifting, even if the output changes due to changes in the engine over time, correction is made using the actual output shaft torque, so the friction element's engagement and release conditions are corrected. The fastening timing is properly performed in the subsequent gear changes, which has the excellent effect of significantly reducing shift shock and improving the ride comfort of the vehicle.

[Brief explanation of drawings]

Fig. 1 is a schematic block diagram showing the concept of the present invention, Fig. 2 is a schematic block diagram showing a first embodiment of the present invention, and Fig. 3 is an embodiment of a gear train of an automatic transmission used in the present invention. 4 is a schematic diagram showing an embodiment of a control valve for an automatic transmission used in the present invention; FIG. 5 is a schematic diagram showing an embodiment of a transmission control device of the present invention; 6th
7, 8, 9, and 10 are the first embodiments of the present invention.
Flowcharts each showing an example of a process executed when controlling the embodiment, FIG. 11 is table data used when executing the flowchart in FIG. 7, and FIG. 12 is a flow chart showing an example of processing executed when controlling the embodiment. FIG. 13 is a schematic configuration diagram showing the second embodiment of the present invention,
14, 15, 16, and 17 are flowcharts each showing an example of processing executed when controlling the second embodiment of the present invention, and FIG. 18 is a flowchart for executing the flowchart in FIG. 15. Table data used when
The figure is a schematic configuration diagram showing a third embodiment of the present invention, FIG.
FIG. 21 is a flowchart showing an example of processing executed when controlling the third embodiment of the present invention, and FIG. 22 is a time sequence of the gear ratio change rate appearing in the third embodiment of the present invention. 200...^/T control unit, 219...
・Output shaft torque sensor (output shaft torque detection means), 22
0... Rotation ratio calculation means, 222... Solenoid switching means, 224... Gear shift quality determining means, 226... Solenoid switching correction means (shift state correction means), R/C. 117C. F/C. B/B. 1, &R/B...friction element. Figure 1 Figure 2 Figure 3 F/○C Figure 6 Figure 7 Figure 9 Figure 10 Figure 11 (a) 5W on (b) SW on Figure 13 Figure 10 (Timer table correction) Figure 14 Figure 15 Figure 16 Figure 17 Figure 18 (a) SW ion b) SW ion Figure 19 Figure 20 Figure 21 Figure 22

Claims (5)

[Claims] (1) In an automatic transmission equipped with a friction element that is built into the gear train and engages and disengages to change gears, detects torque changes on the output shaft when upshifting in the power-off state. output shaft torque detection means for determining whether the current shift state is appropriate; A shift control device for an automatic transmission, comprising: a shift state correction means for correcting the engagement and release conditions of the friction element during the next shift when it is determined that the shift has not been performed. (2) The engagement and release conditions for the friction element are as follows:
2. The speed change control device for an automatic transmission according to claim 1, wherein the timing for supplying and discharging the hydraulic pressure is set at the time of release. (3) The engagement and release conditions for the friction element are as follows:
2. The shift control device for an automatic transmission according to claim 1, wherein the capacity is the capacity of the working hydraulic pressure at the time of release. (4) The shift control device for an automatic transmission according to any one of claims 1 to 3, wherein an output shaft torque sensor is used as the output shaft torque change detection means. (5) The automatic transmission according to any one of claims 1 to 3, wherein a rotation ratio detection means for detecting a rotation ratio between the input shaft and the output shaft is used as the output shaft torque change detection means. Gear shift control device.