JPH08175229A - Shift control device of automatic transmission - Google Patents

Abstract

PURPOSE: To prevent the generation of a strange noise owing to a rattling of the gear, by the reduction of the engine output torque, when the speed is changed from a low or middle speed stage to a high speed stage. CONSTITUTION: When it is decided that a speed change pattern is changed from a low or middle speed stage to a high speed stage by an ATCU 10, an AAC valve 13 is opened, so as to inject the fuel. As a result, since the engine torque is up independently from the accelerator operation when the speed is changed from a low or middle speed stage to a high speed stage, the reduction of the engine torque generated in such a condition can be prevented.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a shift control device for an automatic transmission, which controls an automatic transmission in which a gear stage is determined by selectively engaging frictional engagement elements.

[0002]

2. Description of the Related Art In an automatic transmission, a plurality of frictional engagement elements such as clutches and levers are selectively engaged by hydraulic pressure to select a predetermined speed change step, and the frictional engagement elements to be engaged are switched to another speed change step. I am trying to shift to.

Various types of automatic transmission shift control devices for shifting such automatic transmissions have been proposed so far, for example, the automatic transmission gear shift described in Japanese Patent Laid-Open No. 58-65355. It has been proposed that the control device detects the synchronization of the rotational speeds of the engagement friction elements and controls the hydraulic pressure based on the synchronization to prevent the shift shock from deteriorating.

Further, in the shift control device for an automatic transmission described in Japanese Patent Laid-Open No. 58-77960, it has been proposed to cut off the coast force by reducing the engagement friction element control pressure when the engine brake is not required. ing.

[0005]

However, in the shift control device for an automatic transmission described in the above-mentioned Japanese Patent Laid-Open No. 58-65355, shifting from the low / medium speed stage to the high speed stage by releasing the foot from the accelerator. Then, as shown in FIG.
Even if the engine output torque decreases, the coasting force is transmitted because the response time on the release side of the control pressure of the engaging friction element that should be released to achieve the high speed is slow, which causes deterioration of the shifting feeling and An abnormal noise is generated due to the squat.

Further, in the shift control device for an automatic transmission disclosed in the above-mentioned Japanese Patent Laid-Open No. 58-77960, the coast force is transmitted by the drag of the friction engagement element, and the engine brake is inconvenient even when the engine brake is not required. is there.

An object of the present invention is to automatically shift gears by which a noise due to a rattling of gears does not occur due to a reduction in engine output torque when shifting from a low / medium speed stage to a high speed stage by closing a throttle. To provide a shift control device for a machine.

Another object of the present invention is to provide a shift control device for an automatic transmission in which the engine brake is not applied when the engine brake is not needed.

[0009]

According to a first aspect of the present invention, there is provided a shift control device for an automatic transmission according to the present invention, wherein the automatic transmission controls an automatic transmission in which a gear stage is determined by selectively engaging a friction engagement element. In a shift control device for a machine, inertia phase start detection means for detecting the start of inertia phase, and when shifting from a low / medium speed stage to a high speed stage by closing a throttle, the inertia phase is started after the shift is started. It is characterized in that engine start-up control means for increasing the engine torque independently of the accelerator operation is provided until the start time detection means detects the start time of the inertia phase.

A shift control device for an automatic transmission according to a second aspect of the present invention is a shift control device for an automatic transmission, which controls an automatic transmission in which a gear stage is determined by selectively engaging a friction engagement element. , An engine brake judging means for judging whether or not the engine brake is necessary, and when the engine brake judging means judges that the engine brake is not necessary, the hydraulic pressure supplied to the friction engagement element is held at the engagement element slip critical pressure. And a torque control means for increasing the engine torque independently of the accelerator operation while the hydraulic pressure supplied to the friction engagement element by the oil pressure control means is maintained at the engagement element slip critical pressure. And is provided.

[0011]

In the shift control device for an automatic transmission according to claim 1 of the present invention, as shown in the conceptual diagram of FIG. 1 (a), when shifting from the low / medium speed stage to the high speed stage by closing the throttle, The engine torque increase control means performs the engine torque increase independently of the accelerator operation until the inertia phase start time is detected by the inertia phase start time detection means after the shift is started. Therefore, by closing the throttle, the engine output torque is prevented from lowering when shifting from the low / medium speed stage to the high speed stage, and there is no risk of abnormal noise due to rattling of the gear.

In the shift control device for an automatic transmission according to claim 2 of the present invention, when the engine brake determining means determines that the engine brake is unnecessary, the hydraulic pressure supplied to the friction engaging element is determined by the hydraulic control means. Slip is maintained at critical pressure. While the hydraulic pressure supplied to the friction engagement element is maintained at the engagement element slip critical pressure, the engine torque increase control means increases the engine torque independently of the accelerator operation. Therefore, it is possible to perform control so that the engine brake is not applied when the engine brake is not needed.

[0013]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of a shift control device for an automatic transmission according to the present invention will be described in detail with reference to the drawings. FIG. 2 is a diagram showing the configuration of a first embodiment of a shift control device for an automatic transmission according to the present invention. In FIG. 2, a clutch that interposes a first planetary gear set 3 and a second planetary gear set 4 between the input and output shafts of the input shaft 1 and the output shaft 2 and shifts by engaging / disengaging switching,
Provide a brake, etc.

In this example, the first planetary gear set 3 is a simple planetary gear set consisting of the first sun gear 3S, the first ring gear 3R, the first pinion 3P and the first carrier 3C, and the second planetary gear set 4 is Second sun gear 4S, second ring gear 4
A simple planetary gear set including R, the second pinion 4P, and the second carrier 4C.

Power from an engine (not shown) of the vehicle is input to the input shaft 1 via the torque converter T / C, and the input shaft 1 is connected to the second sun gear 4S. in this case,
The input shaft 1 is further connectable to the first carrier 3C by a high clutch H / C, and the reverse clutch R
/ C makes it possible to connect to the first sun gear 3S. The first sun gear 3S can be further fixed by a band brake B / B, and the first carrier 3C can be further fixed by a low reverse brake L.
It can be fixed by R / B and can be connected to the second ring gear 4R by the forward clutch FWD / C. Further, the first ring gear 3R and the second carrier 4C are drivingly coupled to each other, and these are coupled to the output shaft 2.

In such a gear train, the friction elements H / C, R / C, B / B, LR / B, and FWD / C are fastened (indicated by a circle), released (unmarked), and the selected speed stage. Table 1 shows the relationship.

[Table 1]

For speed change control of the automatic transmission, an engine speed sensor 5 for detecting an engine speed Ne, a turbine speed sensor 6 for detecting a turbine speed (transmission input speed) Nt, an output shaft speed (speed change). Machine output speed) No
Output shaft rotation sensor 7 for detecting the throttle opening TVO
The respective signals from the throttle opening sensor 8 for detecting the oil pressure and the oil temperature sensor 9 for detecting the automatic transmission oil temperature (AT oil temperature) Tat are input to a shift control unit (hereinafter referred to as "ATCU") 10. Depending on the case, vehicle speed information from a vehicle speed sensor (not shown) and on / off information of the idle switch can be input by a switch signal. The ATCU 10 performs shift control by executing a control program described later with reference to FIG.

Information during auto-up (up-shift while D range is selected) 1 → 2 by shift control of gear train
When changing gears, as is clear from Table 1 above, the low reverse brake LR / B is released and the band brake B / B is engaged. When performing the 2 → 3 shift, the band brake B / B is released and the high clutch H / C is engaged. Further, when performing the 3 → 4 shift, the forward clutch FWD / C is released and the band brake B is released.
Conclude / B.

The shift control is performed by the operable actuator 1.
2 is performed by controlling the hydraulic pressure so as to engage / disengage the friction element according to the corresponding shift speed. The actuator 12 includes a control valve unit that forms a shift control hydraulic circuit having a shift solenoid for selecting a shift stage, and this control valve unit generates a necessary operating pressure as a control pressure under the control of the ATCU 10 and corresponds to it. Switches between clutch and brake engagement / release.

Here, for example, in the case of 1 → 2 shift, the second brake is realized by engaging the band brake B / B on the engagement side.
At the same time, it is necessary to release the low reverse brake LR / B that is engaged in the first speed. 2 → 3 shift and 3 → 4
Similarly, in the case of gear shifting, the interlock occurs unless the engagement side friction element to be engaged is engaged and the release side friction element to be released is not released. Further, if the release is performed too early, a dry run will occur, but this is suppressed by the control described later. In this example, switching of the control amount on the engagement side is also considered.

Further, as will be described later, only when the hydraulic pressure operation on the engaging side cannot be performed (during the period from when the engaging operation is started until when the actual engaging is started), the driver's accelerator operation is independent. Then, in order to prevent the engine output torque from increasing, the engine torque control is executed. In this control, preferably, when the throttle is depressed between the start of gear shift and the time when the control pressure chamber is filled with the working fluid required for engagement, that is, the determination of the end of the engagement on the engagement side, the engine torque is output at the start of gear shift. Control below torque.

In this case, preferably, a control device capable of controlling the engine torque independently of the accelerator operation, a device for detecting that each clutch and brake control pressure chamber is filled with a working fluid, and a start of shift control are detected. The control is performed by using the device, and such control during gear shifting is performed by making the engine output torque constant or cutting regardless of the depression of the accelerator pedal.

More preferably, such maintenance or reduction of the engine output torque is controlled by, for example, ignition timing control of an engine (not shown), fuel cut control (including control of the number of cylinders), reduction of intake air amount, or these. It is performed by combining the control of. In this example, the ATCU 10 supplies a retard signal to the engine controller 11 for controlling the engine under a certain condition to issue an instruction to reduce the intake air amount.
This control is executed at 8.

FIG. 3 is a flow chart for executing the signal measuring process in the first embodiment. Here, a measurement process of a signal to be measured in the shift control is shown, and this process is executed by a regular interruption every fixed time Δt (for example, 10 msec).

In step 21, the engine speed Ne, the turbine speed Nt (transmission speed) is determined by using the engine speed sensor 5, turbine speed sensor 6, output shaft speed sensor 7, throttle opening sensor 8 and transmission oil temperature sensor 9. Input rotation speed), transmission output shaft rotation speed No, throttle opening TVO and transmission oil temperature Tat are measured. Further, in step 21, the ON / OFF of the idle switch may be taken in the ATCU 10 from the vehicle speed and the switch signal.

In step 22, turbine speed Nt
And the transmission output shaft speed No., the transmission gear ratio gr =
Nt / No is calculated, and in step 23, the torque converter rotation ratio (speed ratio) e = Nt / Ne is calculated from the engine speed Ne and the turbine speed Nt.

In step 24, the present calculated value gr of the gear ratio is stored and used as the previous value (calculated value one time before) gr (OLD) in the next processing. Further, the previous value gr (OLD) is also stored, and the previous value gr (OLD) applied in this processing is used as the previous-previous value (calculated value two times before) gr (OLD2) in the next processing. . Therefore, the gear ratio calculated in step 22 at the time of the execution two times before the previous time is stored.

In step 25, the torque ratio t (e) corresponding to the rotation ratio e is calculated based on the torque converter performance data.
And the torque capacity coefficient τ (e) are looked up and the turbine torque (transmission input torque) is calculated by multiplying them.

## EQU1 ## Tt = t (e) × τ (e) is calculated. The data required for the shift control is calculated from the sampled data by the above procedure.

FIG. 4 is a flow chart of the control signal output for outputting the hydraulic pressures of the releasing element and the engaging element in the first embodiment. This process also takes a fixed time Δt (for example, 10 mse
It is executed by the periodic interrupt for each c).

In step 31, the hydraulic pressure P _L (release side hydraulic pressure) of the release element (friction element to be released) and the engagement element (friction element to be engaged) calculated as described later. hydraulic pressure P _H of) (engagement side hydraulic pressure)
Is output.

FIG. 5 is a flow chart for executing the shift control for determining the hydraulic pressure P _L of the releasing element and the hydraulic pressure P _H of the engaging element in the first embodiment. This process also takes a fixed time Δt
It is executed by a periodic interrupt every (for example, 10 msec).

At step 41, for example, a suitable shift speed is calculated from the throttle opening TVO and the output shaft rotation speed No (or vehicle speed) based on a previously stored shift pattern, and the calculated suitable shift speed and the currently selected shift speed are selected. And is compared to determine whether or not a gear shift should be performed, and if gear shift is to be performed, which gear shift is to be performed is determined. The shift control start determination can be performed here.

In step 42, the hydraulic pressure of the frictional element to be released is lowered and the hydraulic pressure of the frictional element to be engaged is increased according to the type of gear shifting, thereby advancing the shift. At this time, the control of both hydraulic pressures is executed according to the flowcharts of FIGS.

In this case, in step 42, the ATC
U10 (FIG. 2), when controlling the disengagement side friction element so that the idling amount of rotation becomes an appropriate value during gear shifting of the automatic transmission,
The engagement force (constant value or ramp control) of the engagement side friction element is switched depending on the state of the gear ratio.

In this case, the switching control of the engagement force (constant value or ramp control) of the engagement side friction element is performed under the operating conditions such as the throttle opening TVO, the transmission oil temperature Tat, and the like.
It is preferable to execute it by at least one of the transmission input shaft torque Tt, and more preferably, control is performed so as to switch for each friction element to be controlled.

When switching the lamp control, the ATC
U10 can perform fastening control based on the first ramp in the torque phase and L based on the second ramp different from the first ramp in the inertia phase, and the fastening side ramp speed at the end of the torque phase feedback. Is changed according to operating conditions. In this case, the second lamp can be controlled so as to increase as the throttle opening TVO increases.

FIG. 6 is a flowchart showing a part of the shift control of the first embodiment. In step 501, it is determined whether or not the shift control program is executed for the first time. If it is determined that it is the first time, in step 502, constants necessary for control such as command control for the engine torque control are calculated.

That is, the hydraulic pressure conversion required engagement capacity (release side required engagement capacity) Pop of the disengagement element is calculated. In calculating the hydraulic pressure conversion required engagement capacity Pop, if the friction coefficient of the releasing element is μ, the number of friction plates is N, the friction area is A, and the friction plate average effective diameter is R,

## EQU00002 ## A coefficient k represented by k = .mu..times.2.times.N.times.A.times.R is first obtained, and from this coefficient k, the torque sharing rate Tb of the releasing element, and the turbine torque Tt, the hydraulic pressure conversion required engagement capacity is calculated. Pop,

## EQU3 ## Calculation is performed by Pop = Tt × Tb / k.

The fastening element side commands the pre-shelf pressure Ppr and reads the fastening element pre-shelf pressure command value Ppr from the map. Further, the fastening element pre-shelf pressure control time Tpr, the fastening element filling command value Ppe, and the fastening element filling pressure control time Tpe are read from the corresponding maps.

The fastening element pre-shelf pressure control time Tpr is
As will be described later, it is used for the determination in step 513 (FIG. 8) of monitoring the passage of time after the start of gear shifting, and the engagement element in-load pressure control time Tpe is similarly set in step 515 (described later). In FIG. 8), it can be used to monitor the passage of time from the start of gear shift to determine the end of hydraulic pressure filling of the engagement control pressure chamber.

Further, regarding the engagement element filling pressure command value Ppe, after the passage of the engagement element pre-shelf pressure control time Tpr while the engagement element pre-shelf pressure command value Ppr is applied, the subsequent engagement element in-load pressure control time Tpe elapses. Applied to hydraulic control of the engagement side element in step 516 (FIG. 8) described,
At this timing, the working fluid is filled into the corresponding clutch and brake control pressure chambers.

Further, in step 502, the release ramp time TMRrel (TVO) corresponding to the throttle opening TVO stored in advance in the map for ramp control of the hydraulic pressure on the release side is read from the map, and the hydraulic pressure conversion required engagement capacity Pop is set.
And the value of this release ramp time TMRrel (TVO) Pop / TMRrel (TVO)
It is calculated as an mp (rel) value. This release lamp amount P
The rmp (rel) value is obtained in step 512 described later.
It is the step amount at the time of the ramp used when the hydraulic pressure reduction control of the disengagement side element is performed in (FIG. 8).

Further, the engagement ramp time (first) for the ramp control of the engagement side element stored in the map in advance as a function of the throttle opening TVO and the transmission oil temperature Tat.
Read TMR _ap1 (TVO, Tat) from the map,
Necessary fastening shelf pressure Pc as a function of throttle opening TVO
(TVO) is read from the map. The throttle opening TVO at this point and the ratio read from these values read according to the transmission oil temperature Tat

[Formula 4] Pc (TVO) / TMR _ap1 (TVO, Ta
t) = Prmp _(ap1) is obtained, and this ratio is set as the engagement hydraulic pressure step amount (control amount) when the ramp control (first ramp control) is performed during the torque phase described later in the hydraulic control of the engagement element. .

Further, in the hydraulic control of the release element,
In step 511 (FIG. 7), which will be described, the gear ratio feedback
Feedback gay used to control the frequency (F / B)
Proportional to K_p, Feedback gain integral K_iAnd
Feedback gain derivative K _dFrom the map,
Target gear ratio grtrg applied in F / B control (predetermined
(Equivalent amount of blowing) is read from the map.

Further, the reading of the feedback end gear ratio grmin as the F / B control end value is also read in step 502.
Can be run with. It should be noted that the first-time read data and the like in step 502 can basically be held for each shift type.

As described above, in step 502, control is required.
By calculating the constant or referring to the database
Then, in step 503, the engagement hydraulic pressure P_HAnd release oil
Pressure P _Lgive.

When it is determined that the second and subsequent times are performed in step 501, the time Tst from the start of gear shift is calculated in step 504 in FIG. This content may be based on the measurement counter that is started when the shift control program is executed when it is determined that it is the timing to start the shift control in step 41 of FIG. . Thus, in the next step 505, it is determined whether or not the value of FLAG is 1.

If the value of FLAG is not 1, step 5
In 06, the target gear ratio grtrg and the gear ratio gr calculated in step 22 (FIG. 3) are compared in magnitude. At this time, the calculated gear ratio gr is equal to the target gear ratio gr.
If it is larger than trg, in step 512 in FIG. 7, the release side hydraulic pressure P _L (previous command value) is changed to the release ramp amount Pr.
mp _(rel) is subtracted, and the subtracted value is given as the release side hydraulic pressure P _L of the current command value.

In this way, for the release element side after the second number of times of execution of the shift control program, the release element hydraulic pressure P _L is the step release amount of the release ramp Prmp _(rel).
Decrease in steps. By reducing the release element hydraulic pressure P _L in this way, the engagement force of the corresponding release side clutch or brake is appropriately reduced.

At this time, on the coupling element side, pre-shelf pressure control (step 514) and filling pressure control (step 516).
And the command control (step 518) for engine torque control is performed.

In step 513, step 504
Elapsed time T from the start of gear shift calculated in (FIG. 7)
st is compared with the engagement element pre-shelf pressure control time Tpr given in step 502 (FIG. 6), and when the elapsed time Tst from the shift start is smaller than the engagement element pre-shelf pressure control time Tpr, that is, the shift start If the engagement element pre-shelf pressure control time Tpr has not elapsed from the time, in step 514, the pre-shelf pressure command value Ppr given in step 502 (FIG. 6) is continuously given as the engagement hydraulic pressure P _H.

When the elapsed time Tst from the start of the shift is the counter value, the engagement element pre-shelf pressure control time Tpr.
Also, it can be given as a required counter value in advance so that it can be compared with the elapsed time Tst from the start of the shift. This is because the fastening element pre-shelf pressure control time Tpr
The same can be applied to the fastening element embedding control time Tre (which will be described later) that is compared in magnitude with.

In step 513, when it is judged that the elapsed time Tst from the start of the gear shift is longer than the engagement element pre-shelf pressure control time Tpr, that is, after the shift element control has started the engagement element pre-shelf pressure control time Tpr, Step 5
At 15, the magnitude comparison between the elapsed time Tst from the start of the shift and the engagement element embedding control time Tre given at step 502 (FIG. 6) is performed.

When it is determined in step 515 that the elapsed time Tst from the start of the shift is longer than the engagement element pre-shelf pressure control time Tpr, that is, the engagement element pre-shelf pressure control time Tpr has elapsed since the start of the shift, When it is before the set fastening element embedding control time Tre has elapsed,
In step 516, the engagement side hydraulic pressure P _H is set to the engagement element filling pressure command pressure Pr given in step 502.
Let be e.

When it is determined in step 515 that the engagement element embedding control time Tre is shorter than the elapsed time Tst from the start of gear shifting, in step 517 the engagement side hydraulic pressure P _{H is set} to the previous command pressure P _H. It is assumed that the hydraulic pressure step amount (first ramp control amount) Prmp _(rel) is added.

In this case, the command control for engine torque control in step 518 is prohibited. That is, step 518 is executed when it is determined in step 513 that the elapsed time Tst from the shift start is shorter than the engagement element pre-shelf pressure control time Tpr, and step 5
When it is determined in 15 that the elapsed time Tst from the start of the gear shift is longer than the engagement element pre-shelf pressure control time Tpr,
That is, from the start of the shift control to the end of the engagement side filling.

During the gear shift, when step 518 is executed, the gear shift control proceeds while performing the command control for the engine torque control. However, the flow chart of FIG. 7 including the engine torque control processing by step 518 is left. Is the case where the process proceeds from step 506 to step 507 in FIG. 7, that is, the calculated gear ratio gr is larger than the target gear ratio grtrg.

At this time, step 507 is executed once to execute F
While setting LAG = 1, the value of the hydraulic pressure conversion required engagement capacity Pop is switched to Pstck and used as an open value (see step 511) during the subsequent feedback control.

That is, when FLAG = 1,
By skipping from step 505 to step 508 and executing steps 508 to 511, the gear ratio feedback control is performed on the release element side and the ramp control is performed on the engagement element side.

In step 508, it is determined whether the gear ratio gr is smaller than the feedback end gear ratio grmin. The gear ratio gr is the feedback end gear ratio gr.
If it is not smaller than min, step 509 and subsequent steps are selected.

In step 509, the engagement side hydraulic pressure P _H
It is determined whether or not the command is equal to or higher than the required fastening shelf pressure Pc (TVO). Engagement side hydraulic P _H command requires fastening shelf pressure Pc (T
If the gear ratio gr is greater than the feedback end gear ratio grmin and the engagement hydraulic pressure P _H command is less than the required engagement shelf pressure Pc (TVO), the process proceeds from step 509 to step 510. After that, the process proceeds to step 511. In step 510, as in step 517, the engagement side hydraulic pressure P _{H is changed} to the previous command pressure P _H by the engagement side hydraulic pressure step amount (first ramp control amount).
It is assumed that Prmp _(rel) is added.

The first ramp control as described above is basically performed during the gear ratio feedback control period (step 511), but in the middle thereof, that is, at step 509, the hydraulic pressure command value P _H is the required fastening shelf pressure Pc (TVO). If it reaches, the increase control of the hydraulic pressure command value P _H is terminated at that time, and step 510 is skipped.

The gear ratio feedback control on the release element side is performed at step 511, and the release element operates at the gear ratio g.
The progress of the decrease in the release element hydraulic pressure is feedback-controlled so that r becomes a prescribed empty blow.

In this case, the gear ratio feedback control is performed by PID (proportional, differential, integral) control, and each time step 511 is executed, the proportional component, the integral component, and the derivative component are respectively controlled.

## EQU00005 ## grerr = gr-gr (OLD)

## EQU6 ## grint = gr-grtrg

## EQU00007 ## grdeg = gr + gr (OLD2) -2.times.gr
(OLD) to calculate the feedback hydraulic pressure value P
fb

[Equation 8] _{Pfb = grerr × K p + grint} × K i + gr
deg × K _d, and the release element hydraulic pressure P _L is obtained from this value and the Pstck value set in step 507.

## EQU9 ## PID control is performed by obtaining P _L = Pfb + Pstck. Therefore, during the torque phase, the release element whose release is controlled in this way is controlled to continue a minute blow.

In this way, the release of the release element is controlled so that the idling amount of rotation becomes an appropriate value during gear shifting.
On the other hand, in this process, the engagement element side continues to increase at the ramp speed according to the set engagement oil pressure step amount Prmp _(ap1) by the first ramp control, and the actual oil pressure of the engagement element increases.

In the step 508, the gear ratio g
r is monitored by the feedback end gear ratio grmin, and the gear ratio gr is determined by the feedback end gear ratio grmi.
When it is determined that it is smaller than n, the release element hydraulic pressure command is set to the zero command in step 508A, and the process proceeds to the flowchart of FIG. That is, the gear ratio feedback control during the torque phase is released here to release the release element, and also on the engagement element side, when the torque phase feedback control ends, the first ramp control until then is released and the inertia phase is released. Switch to the second lamp control in.

The engagement element control in the inertia phase is performed based on the flowchart of FIG.
When it is determined that this routine is the first time in step 1, step 72 is executed only once. In step 72, since the ramp control on the engagement element side is made into two stages, the release ramp time T _MRap2 (TVO, T) for the second ramp control according to the throttle opening TVO and the transmission oil temperature Tat.
at) is read from the map, the required fastening shelf pressure Pc (TVO) corresponding to the throttle opening TVO is read from the map, and the required fastening _shelf pressure Pc (TVO) and the release ramp time T _{MRap 2} (TVO, Tat) are obtained. Ratio of Pc (T
VO) / T _MRap2 (TVO, Tat) is set as the fastening ramp step amount Pprm _(ap2) (control amount) when the lamp is newly controlled in step 75.

Here, the fastening ramp step amount Pprm
_(ap2) can be set to increase with the throttle opening TVO. Fastening ramp step amount Pprm _{(ap2) as} throttle opening TVO becomes smaller
If the value of is set to be small, the transition of the engagement element hydraulic pressure P _H (and the output shaft torque) can be made to show a slight change in the rising at the beginning of the inertia phase, while the throttle Opening TVO
The fastening ramp step amount Pprm
_When the value of _(ap2) is set to be large, the transition of the engagement element hydraulic pressure P _H (and the output shaft torque) can be made to show a sudden change in rising.

In the system in which the engagement side ramp has one stage, the ramp speed cannot be increased if the pull-in of torque is attempted to be small, and the gear shift lag increases accordingly. However, in this flowchart, the torque is divided into two stages. Since the ramp speed during the phase feedback control can be increased, the shift lag can be reduced, and both the shift lag and the pull-in torque can be achieved at the same time. Therefore, the restriction between them can be relaxed. .

When it is desired to shorten the precharge time (fastening side first ramp pressure increasing waveform period), this can be done by increasing the slope of the first ramp control, and moreover, the torque can be pulled in the ramp. Can be realized in a smaller state than in the case of 1 stage.

Further, since the fastening ramp can be set in two stages, the pull-in torque waveform from the start of the inertia phase can be freely set by the second ramp control. It is possible to freely control the pull-in period at the beginning of the phase.

Further, if the lamp speed is changed in accordance with the operating condition in switching the lamp control, finer control can be realized. In particular, when setting the second ramp speed, the throttle opening T
If the second ramp speed is increased according to VO, the ramp speed in the inertia phase is reduced in the state where the throttle opening TVO is small to avoid a long gear shift lag while aiming for smooth engagement. When the throttle opening TVO is large, it is possible to easily respond to a request to prevent the pull-in torque from increasing and to increase the ramp speed in the inertia phase to prevent idling, and perform more appropriate control. be able to.

In this case, the engine torque control that does not depend on the throttle (step 518) is set to be executed only under the constant condition of the torque phase at the initial stage of gear shift as described above. The engine torque control that does not depend on the engine torque has already been released, and as a result, it is possible to ensure that the engine torque control is appropriate according to the depression of the throttle.

Further, in step 72, the shift end gear ratio grend (for example, a value of about 1.02 times the post-shift gear ratio) used for the subsequent determination in step 73 is read.

If this routine is the second or later time, the routine proceeds to step 73, where the gear ratio gr is the gear ratio end gear ratio gren.
Determine if less than d. If the gear ratio gr is not smaller than the gear ratio end gear ratio grend, the routine proceeds to step 74, where it is judged if the hydraulic pressure command value P _H is equal to or higher than the required engagement shelf pressure Pc (TVO). When the hydraulic pressure command value P _H is smaller than the required engagement shelf pressure Pc (TVO), the second ramp control is performed in step 75.

[0076] Each time performing step 75, the oil pressure command value P _H by adding the engagement ramp step hydraulic PRMP _(ap2), fastening ramp step hydraulic PRMP _(ap2) in different lamp weight and torque phase increments engagement element hydraulic raising the P _H.

[Formula 10] After P _H ≧ Pc (TVO) is satisfied, step 75 is skipped, the process is returned, and the shelf pressure control is continued. In the meantime, in step 73, the gear ratio gr that decreases with the continuation of the shelf pressure control is monitored, and when the gear ratio gr falls below the value grend, step 76 is executed to set the engagement element hydraulic pressure P _H to the line pressure. Then, the maximum value Pmax is commanded to be fully raised, and the engagement elements are completely engaged, and the shift control is completed.

FIG. 10 is a flow chart of engine torque control according to the first embodiment. This control routine is executed in step 518 (FIG. 8), and is executed, for example, every 10 msec.

In step 901, it is determined whether the idle switch is turned on. If not, in step 902, the engine controller 1
Assist air control (AA
C) The valve 13 is fully closed, and this control routine ends.

When the idle switch is turned on,
In step 903, the shift pattern is 1 → 4, 2 →
The ATCU 10 (FIG. 2) determines whether or not the speed is changed from 4, 3 to 4. When it is determined that the gear is not changed, in step 902, the engine controller 1
Assist air control (AA
C) The valve 13 is fully closed, and this control routine ends.

In step 903, the shift pattern is 1
If it is determined that the gear is changed to → 4, 2 → 4, 3 → 4, in step 904, the AAC valve 13 (FIG. 2).
Then, the control routine is finished.

FIG. 11 is a flow chart for calculating the opening of the AAC valve in the first embodiment. This control routine is executed in step 903 (FIG. 10), and is executed, for example, every 10 msec.

In step 1001, the engine speed Nes at the start of gear shift is detected from the engine speed sensor 5 (FIG. 2). Then, in step 1002, the engine speed Nes at the start of gear shifting and the normal idle speed Nid
Calculate the difference ΔNeo from l.

Next, at step 1003, the target engine speed Neobj (t) is calculated. This calculation is t
Is a time, Δt is a minute time, Tre is a fastening side precharge required time, and ΔT is a program operation period,

[Equation 11] Neobj (t) = Neobj (t−Δt) −ΔNeo
Calculated based on / Tre · ΔT.

Next, at step 1004, the valve opening a is calculated and a signal corresponding to this valve opening a is sent to the AT.
It is supplied from the CU 10 (FIG. 2) to the engine controller 11 (FIG. 2). The engine controller 11 (FIG. 2) controls the AAC valve 13 based on this signal. At this time, the valve opening a may be determined by reading a map for the current engine speed Ne, and feedback control may be performed using the engine speed Ne and the target engine speed Neobj (t). The opening a may be determined.

FIG. 13 is a diagram showing the configuration of a second embodiment of the shift control device for an automatic transmission according to the present invention. The automatic transmission 21 has been already developed and used by the applicant of the present application, and the “RE4R01A type automatic transmission maintenance procedure” (A261) issued by the applicant of the present invention in March 1987.
The same automatic transmission as described in detail in 07). The automatic transmission 21 receives the rotation of the engine 23 via the torque converter 22, shifts the input rotation at a gear ratio according to the selected gear and transmits it to the output shaft 24, which is not shown. Rotate the drive wheels of the vehicle.

Here, the automatic transmission 21 determines the selected shift stage by selectively hydraulically operating (engaging) the corresponding friction element in accordance with the on / off combination of the shift solenoids 26, 27 in the control valve 25. , The shift solenoids 26 and 27 are switched on and off to shift to another gear. It should be noted that all the operations including the shift of the automatic transmission 2 are performed based on the hydraulic oil from the oil pump driven by the engine 23, and this hydraulic oil is the drive duty of the line pressure solenoid 28 in the control valve 25. Adjust the line pressure according to D _L. Further, the accumulator back pressure solenoid 29 in the control valve 25 does not exist in the present automatic transmission described in the above-mentioned document, but it is possible to regulate the back pressure of the accumulator related to each friction element. As provided, the accumulator back pressure, together with the line pressure, determines the engagement progress speed of each friction element. Accumulator back pressure solenoid 2
Reference numeral 9 freely adjusts the accumulator back pressure to a value according to the drive duty D _A.

On / off of the shift solenoids 26 and 27, drive duty D _L of the line pressure solenoid 28, and drive duty D of the accumulator back pressure solenoid 29.
Each of _A controls these by ATCU30.
The ATCU 30 has a throttle opening TV of the engine 23.
A signal from the throttle opening sensor 31 for detecting O,
A signal from the idle switch 32 (Idle sw) that detects idle operation in which the accelerator pedal of the engine 23 is released.
), A signal from the starter motor switch 33 for turning on and off the starter motor for starting the engine, and the engine speed N.
A signal from an engine rotation sensor 34 that detects e, a signal from a turbine rotation sensor 35 that detects a torque converter output rotation speed (turbine rotation speed) Nt, and a transmission output rotation sensor that detects a transmission output rotation speed No. A signal from 36, a signal from an outside air temperature sensor 37 that detects an outside air temperature T ₃ , and a signal from a transmission oil temperature sensor 38 that detects an automatic transmission operating oil temperature T _atf are input.

Based on these input information, the transmission controller 30 executes the control programs of FIGS. 14 to 17 to control the shift of the automatic transmission 21, thereby achieving the object of the present invention.

FIG. 14 is a flowchart of the control of the second embodiment. In step 1101, the idle switch 32 (FIG. 13) sends an idle operation signal (Idle sw).
), The engine rotation speed Ne is detected from the engine rotation sensor 34 (FIG. 13), the turbine rotation speed Nt is detected from the turbine rotation sensor 35 (FIG. 13), and the gear stage gp is detected from the automatic transmission 21 (FIG. 13).

Next, in step 1102, it is determined whether or not the idle switch 33 (FIG. 13) is turned on. If it is determined that it is not turned on, step 1
At 103, the control pressure on the engagement element side is controlled to a high pressure, and this control routine ends.

When it is determined in step 1102 that the idle switch 33 (FIG. 13) is turned on, in step 1104, the gear stage gp is set to 2 or 3.
Is determined. If it is determined that the gear position gp is not 2 or 3, then in step 1103, the control pressure on the engagement element side is controlled to be high, and this control routine ends.

If it is determined in step 1104 that the gear position gp is 2 or 3, in step 1105, the hydraulic pressure supplied to the engagement element is adjusted to the engagement friction element slip critical pressure (RTN) using the solenoid valve and the pressure reducing valve. Control to.

Next, at step 1106, it is judged if the difference between the engine speed Ne and the turbine speed Nt is 0 or less. When it is determined that the value is not 0 or less, in step 1103, the control pressure on the engagement element side is controlled to a high pressure, and this control routine ends.

If it is determined in step 1106 that the difference between the engine speed Ne and the turbine speed Nt is 0 or less, engine torque up control is performed in step 1107, and this control routine is ended.

FIG. 15 is a flow chart when the engine torque up control of the second embodiment is performed by opening and closing the passage of the AAC valve. This control routine is step 1
107 (FIG. 14), which is executed every 10 msec, for example.

In step 1201, the engine speed sensor 34 (FIG. 13) outputs the engine speed Ne, and the turbine speed sensor 35 (FIG. 13) outputs the turbine speed Nt.
Respectively detected.

Next, at step 1202, the difference Δ between the engine speed Ne and the turbine speed Nt is calculated, and then the routine proceeds to step 1203, where it is judged if the difference Δ is 0 or less.

If it is determined in step 1203 that the difference Δ is not 0 or less, A is determined in step 1204.
The AC valve 13 (FIG. 3) is closed to control not to inject the fuel, and the control routine ends.

If it is determined in step 1203 that the difference Δ is less than or equal to 0, then in step 1205 A
The AC valve 13 (FIG. 3) is opened to perform fuel injection control, and this control routine ends.

FIG. 16 is a flow chart when the engine torque up control of the second embodiment is carried out by controlling the electronically controlled throttle. This control routine is also step 1
107 (FIG. 14), which is executed every 10 msec, for example.

In step 1301, the engine speed sensor 34 (FIG. 13) outputs the engine speed Ne, and the turbine speed sensor 35 (FIG. 13) outputs the turbine speed Nt.
Respectively detected.

Next, in step 1302, after calculating the difference Δ between the engine speed Ne and the turbine speed Nt, the routine proceeds to step 1303, where it is determined whether the difference Δ is 0 or less.

If it is determined in step 1303 that the difference Δ is not less than 0, then in step 1304 the electronically controlled throttle is controlled so as not to be controlled, and this control routine ends.

If it is determined in step 1303 that the difference Δ is less than or equal to 0, the electronically controlled throttle is controlled in step 1305, and this control routine ends.

FIG. 17 is a flow chart of control of the electronically controlled throttle in the second embodiment. This control routine is executed in step 1305 (FIG. 16) and is executed, for example, every 10 msec.

In step 1401, the difference e1 calculated in the previous routine as the difference e1 between the engine speed Ne and the turbine speed Nt is set as the previous value e2, and the difference e1 stored in the previous routine is set as the pre-previous value e3. The previous value e2 stored in the previous routine is stored.

Next, after calculating the difference e between the engine speed Ne and the turbine speed Nt in step 1402, the process proceeds to step 1403, and in the next step 1404, the value ΔTVO to be added to the throttle opening TVO is calculated. Delta TVO is proportional to the feedback gain K _p ,
Using the feedback gain integral K _i and the feedback gain derivative K _d ,

[Expression 12] ΔTVO = K _p (e1-e) + K _i (2e1-e)
It can be calculated by 1-e2) + K _d (e0-e). Note that e0 is the difference between the engine speed Ne and the turbine speed Nt obtained in the immediately preceding control routine of this time.

Next, at step 1404, after adding ΔTVO to the throttle opening TVO, step 140
In step 5, it is determined whether or not the value of the throttle opening TVO calculated in step 1404 is smaller than zero. When it is determined that the value of the throttle opening TVO is smaller than 0, it is determined in step 1406 that the throttle opening TVO calculated in step 1404 is the minimum value, and this control routine ends.

When it is judged that the value of the throttle opening TVO is larger than 0, step 1406 is skipped and this control routine is ended.

[0110]

As described above, according to the shift control device for an automatic transmission of the first aspect of the present invention, when shifting from the low / medium speed stage to the high speed stage by closing the throttle, the shift start is started. Until the inertia phase start detection means detects the inertia phase start time, the engine torque increase control means increases the engine torque independently of the accelerator operation. It is possible to prevent the engine output torque from being lowered when the gear is shifted from the gear to the high gear, and there is no possibility of generating an abnormal noise due to a rattling of the gear.
Therefore, it is possible to improve the shift feeling at the time of upshifting by releasing the accelerator pedal, and to secure a good riding comfort.

According to the shift control device for an automatic transmission of claim 2 of the present invention, when it is determined by the engine brake determination means that the engine brake is unnecessary, control is performed so that the unnecessary engine brake is not applied. it can.

[Brief description of drawings]

1A is a conceptual diagram showing a shift control device for an automatic transmission according to claim 1 of the present invention, and FIG. 1B is a conceptual diagram showing a shift control device for an automatic transmission according to claim 2 according to the present invention. It is a figure.

FIG. 2 is a first shift control device for an automatic transmission according to the present invention.
It is a figure which shows the structure of an Example.

FIG. 3 is a flowchart for executing a signal measurement process in the first embodiment.

FIG. 4 is a flowchart of a control signal output for outputting hydraulic pressures of a release element and a fastening element in the first embodiment.

FIG. 5 is a flowchart for executing a shift control for determining a hydraulic pressure P _L of a releasing element and a hydraulic pressure P _{H of a} fastening element in the first embodiment.

FIG. 6 is a flowchart showing a part of shift control of the first embodiment.

FIG. 7 is a flowchart showing a part of shift control of the first embodiment.

FIG. 8 is a flowchart showing a part of shift control of the first embodiment.

FIG. 9 is a flowchart showing a part of shift control of the first embodiment.

FIG. 10 is a flowchart of engine torque control in the first embodiment.

FIG. 11 is a flowchart for calculating the opening of the AAC valve in the first embodiment.

FIG. 12 (a) is a diagram showing changes over time in the output shaft torque, engine speed and throttle opening of the shift control device for an automatic transmission according to the present invention, and FIG. 12 (b) is a shift of a conventional automatic transmission. It is a figure which shows the time change of the output shaft torque of a control apparatus, an engine speed, and a throttle opening.

FIG. 13 is a diagram showing a configuration of a second embodiment of a shift control device for an automatic transmission according to the present invention.

FIG. 14 is a flowchart of control of the second embodiment.

FIG. 15 shows the engine torque increasing control of the second embodiment
It is a flow chart at the time of opening and closing an AC passage.

FIG. 16 is a flowchart when the engine torque up control of the second embodiment is performed by controlling an electronically controlled throttle.

FIG. 17 is a flowchart of control of an electronically controlled throttle in the second embodiment.

[Explanation of symbols]

1 Input Shaft 2, 24 Output Shaft 3 1st Planetary Gear Set 3C 1st Carrier 3P 1st Pinion 3R 1st Ring Gear 3S 1st Sun Gear 4 2nd Planetary Gear Set 4C 2nd Carrier 4P 2nd Pinion 4R 2nd Ring Gear 4S 4th 2 Sun gear 5,34 Engine rotation sensor 6,35 Turbine rotation sensor 7,36 Output shaft rotation sensor 8,31 Throttle opening sensor 9,38 Transmission oil temperature sensor 10,30 ATCU 11 Engine controller 12 Actuator 13 ACC valve 21 Automatic transmission Machine 22, T / C torque converter 23 Engine 25 Control valve 26, 27 Shift solenoid 28 Line solenoid 29 Accumulator back pressure solenoid 32 Idle switch 33 Cell motor switch 37 Outside temperature sensor B / B Band brake F WD / C Forward clutch H / C High clutch LR / B Low and reverse clutch R / C Reverse clutch Ne Engine speed No Output shaft speed Nt Turbine speed TVO Throttle opening Tat AT Oil temperature D _A , D _L Drive duty

Claims (2)

[Claims] 1. A shift control device for an automatic transmission, which controls an automatic transmission in which a gear stage is determined by selectively engaging a friction engagement element, and an inertia phase start time detecting means for detecting an inertia phase start time. And when shifting from the low / medium speed stage to the high speed stage by closing the throttle, what is the accelerator operation from the start of shifting until the inertia phase start time is detected by the inertia phase start time detection means? A shift control device for an automatic transmission, comprising: engine torque increase control means for increasing engine torque independently. 2. A shift control device for an automatic transmission, which controls an automatic transmission in which a gear stage is determined by selectively engaging a friction engagement element, and an engine brake determination for determining whether engine braking is necessary or not. Means, hydraulic control means for controlling the hydraulic pressure to be supplied to the friction engagement element so as to maintain the engagement element slip critical pressure when the engine brake is determined to be unnecessary by the engine brake determination means, and the hydraulic control means Shift control of an automatic transmission, characterized in that an engine torque increase control means is provided for increasing the engine torque independently of accelerator operation while the hydraulic pressure supplied to the friction engagement element is maintained at the engagement element slip critical pressure. apparatus.