KR0145466B1 - Control device of automatic transmission - Google Patents

Abstract

[Purpose] The first object of the present invention is to achieve both reduction in shift shock in normal downshift and securing acceleration responsiveness in downshift corresponding to acceleration intention in line pressure control of an automatic transmission. The second object is to reduce the lockup release shock during normal lockup release in the lockup pressure control of the automatic transmission, and to release the lockup release upon lockup release in which downshift corresponding to the acceleration intention is performed. It is aiming at achieving compatibility with sex.

[Configuration] In the first configuration, the line pressure control means e is provided during the acceleration intention shifting, which performs the control prioritizing the reduction of the acceleration time when the downshift expectation detection signal is output during the downshift shift. The second constitution is provided with an acceleration intention lockup control means h that performs control in which priority is given to shortening the lockup release time when the downshift expected detection signal is output during the downshift shift.

Description

Automatic transmission control device

1 is a view showing a control device of an automatic transmission of the present invention.

2 is an overall control system to which the control device of the automatic transmission of the embodiment is applied.

3 is a flowchart showing a flow of downshift expectation detection processing performed in a downshift expectation detection section of an AT (automatic transmission) controller of an example apparatus.

4 is a shift map diagram preset in the AT controller.

5 is a characteristic diagram of each inference by the membership function used in the example apparatus.

6 is a flowchart showing the flow of line pressure control processing operations performed in the line pressure control unit of the AT controller of the example apparatus.

7 is a diagram illustrating an example of a correction pressure map.

8 is a flowchart showing the flow of the lockup pressure control processing operation performed in the lockup pressure control section of the AT controller of the example apparatus.

9 is a diagram showing an example of a map of correction coefficients.

* Explanation of symbols for the main parts of the drawings

a: Acceleration pedal opening degree detection means b: Down shift expectation detection means

c: control means during downshift shifting d: line pressure control means during normal shifting

e: Means for controlling line pressure at the time of acceleration intention

f: Determination means during release of lockup g: Normal lockup pressure reducing control means

h: Acceleration intention lock-up pressure decompression control means

The present invention relates to a control apparatus for an automatic transmission that performs downshifting based on detection of an accelerator stage in an accelerator dash of a driver determined by an acceleration pedal operation.

Background Art Conventionally, as a shift control apparatus for an automatic transmission, a shift map in which a vehicle speed and an acceleration pedal opening degree (throttle opening degree) are preset as parameters is compared with a detected vehicle speed and an acceleration pedal opening degree, and a point specified by detection is shifted. Background Art A device is known in which a gear position is determined by crossing a shift line of a map to perform automatic shift.

However, in the control apparatus of the conventional automatic transmission, even when the driver performs the accelerator pedal operation with the transmission stage, the shift is not carried out unless the driving point determined by the vehicle speed and the acceleration pedal opening degree crosses the transmission line of the shift map. Even if the driver presses the accelerator pedal in anticipation of the downshift, if the accelerator pedal operation amount is insufficient to cross the acceleration line, the accelerator pedal operation is not performed again, and the downshift is not executed. There is a problem that a delay occurs when the downshift is actually performed with respect to the downshift expectation, and the driver's acceleration intention cannot be sufficiently reflected in the shift.

Therefore, the present applicant, in Japanese Patent Laid-Open No. 4-264674 or Japanese Patent Laid-Open No. 5-260600, first judges the driver's downshift expectation from the acceleration pedal opening degree, the first step difference, the second step difference, and the like. In the case of an acceleration pedal operation that expects a downshift, a shift control technique is proposed in which the downshift is performed immediately based on the detection of the accelerator platform and reflects the driver's acceleration intention.

On the other hand, in the automatic transmission, the line pressure that becomes the original pressure of the fastening pressure of the transmission elements such as the clutch and the brake is performed by using the line pressure characteristic at the time of shifting which is set to give priority to the reduction of the shift shock.

In an automatic transmission including a torque converter with a lockup clutch, a lockup pressure reducing agent is applied in which the lockup clutch is engaged to give priority to shock reduction when the lockup is released from the engine direct connection state.

Therefore, when the conventional line pressure control is applied directly to the automatic transmission to which the acceleration intention corresponding shift control is performed, the line pressure is lowered at the downshift in which the acceleration intention is reflected, and one shift element is released and the other shift element is released. The shift time attained by tightening the key becomes long, and even when attempting to perform the downshift time reflecting the driver's acceleration intention, the long shift time is taken due to the low line pressure, so that the driver's acceleration band cannot be sufficiently complied with.

In addition, when the conventional lock-up pressure reducing control is applied directly to the automatic transmission to which the acceleration-induced shift control is performed, the down-shift command may be issued when the lock-up clutch is engaged by the acceleration-intention-dependent speed control. In this case, in order to reduce the shift shock, the lockup is not released first, but after the lockup is released, the downshift is executed. However, since the control of the decompression speed of the lockup pressure is slowed down, it takes time to release the lockup. Even when the downshift command is issued while reflecting the acceleration intention, the start time of downshift execution is delayed and the driver's acceleration band cannot be sufficiently complied with.

SUMMARY OF THE INVENTION The present invention has been made in view of the above-described problems, and a first object of the present invention is to provide a control device for an automatic transmission that performs downshifting on the basis of detection of an accelerator stand on an accelerator stand of a driver determined by an accelerator pedal operation. It is aimed at both achieving reduction of shift shock in downshift and securing shift responsiveness in downshift corresponding to acceleration intention.

A second object of the present invention is to provide the target time with the acceleration intention corresponding down shift time in addition to the first purpose.

The third object of the present invention is to provide an automatic shift control device that performs downshifting based on the detection of the accelerator stage when the driver's accelerator is judged by the accelerator pedal operation. The purpose of the present invention is to secure both the release responsiveness at the time of the lockup release where the reduction and the corresponding intention to downshift are performed.

The fourth object is to make the lock-up release time approximately the target time in addition to the third object, regardless of the magnitude of the acceleration intention.

The fifth object is to accurately detect the downshift expectation shown in the acceleration pedal operation of the driver in addition to the first or third purpose.

In order to achieve the first object, in the control apparatus of the automatic transmission of the first invention according to claim 1, as shown in FIG. 1 (a), the line pressure which is the original pressure of the fastening pressure to the transmission element is In a controlled automatic transmission, when the accelerator pedal opening degree detecting means (a) for detecting the acceleration pedal opening amount or the equivalent amount and the change state of the acceleration pedal opening degree are observed, and the driver is expected to downshift, Down-shift expectation detection means (b) for outputting a down-shift expectation detection signal to; down-shift shifting determination means (c) for judging whether or not a down-shift shift is in progress; and the down-shift expectation detection means during down-shift shifting; Normal shifting line pressure which performs line pressure control during shifting prior to acceleration shock reduction when no downshift expected detection signal is output from (b). Acceleration intention to perform line pressure control in shifting prior to shortening the shift time when the downshift expectation detection signal is output from the downshift expectation detection means (b) during the control shift d and downshift shifting. It is characterized by including the line pressure control means (e) at the time of shifting.

In order to achieve the second object, in the control apparatus of the automatic transmission of the second invention according to claim 2, in the control apparatus of the automatic transmission according to claim 1, the line pressure control means at the time of shifting the acceleration intention (e) Is a means for making the line pressure at the time of shifting the pressure which added the correction line pressure according to the magnitude | size of the acceleration intention determined by the acceleration pedal opening degree, the acceleration pedal operation speed, etc. to the base line pressure given at the time of shifting normally. .

In order to achieve the third object, in the control apparatus of the automatic transmission of the third invention according to claim 3, as shown in the drawing of FIG. 1 (b), the line pressure which is the original pressure of the fastening pressure to the transmission element is In the controlled automatic transmission, the accelerator pedal opening amount detecting means for detecting the acceleration pedal opening amount or the equivalent amount and (a), the change state of the acceleration pedal opening degree, etc. are observed, and it is determined that the driver is expected to downshift. Down-shift-expectation detection means (b) for outputting a down-shift-expected detection signal at the time, lock-up release determining means (f) for determining whether lock-up release is in progress, and said down-shift expectation detection means (b) during lock-up release; Normal lockup pressure decompression means (g) which performs lockup pressure decompression control that prioritizes lockup release shock reduction when no downshift expected detection signal is outputted from the lockup pressure; Among them, when the downshift expectation detection signal is output from the downshift expectation detection means (b), the acceleration intention lockup decompression control means (h) for performing the lockup pressure decompression control with priority on shortening the lockup release time is performed. It is characterized by being provided.

In the control apparatus of the movable transmission of the 4th invention of Claim 4 for achieving the said 4th objective, In the control apparatus of the automatic transmission of Claim 3, the acceleration intention lock-up pressure decompression control means (h Means for increasing control of the decompression speed of the lockup pressure by increasing the decompression amount per unit time at the time of release of the lockup pressure by a constant correction coefficient or a correction factor of acceleration according to the magnitude of the acceleration intention. It is characterized by that.

In the control apparatus of the automatic transmission of the fifth invention according to claim 5 to satellite the fifth object, the control apparatus of the automatic transmission according to claim 1 or 3, wherein the downshift expectation detecting means ( b) calculates the inference value of the transmission gearbox for at least two of the accelerator pedal opening distance, the acceleration pedal opening speed, the acceleration pedal opening change acceleration, and the acceleration pedal operation frequency of the operating point and the transmission point, And a means for outputting the downshift expected detection signal when the logarithm or minimum value of the inference value exceeds a predetermined value.

The operation of the first invention will be described.

When driving, the acceleration pedal opening degree detected by the acceleration pedal opening degree detecting means (a) or a change amount corresponding thereto is observed in the downshift expected detection interval b, and the driver is expected to downshift. The down shift expected detection signal is output. On the other hand, when it is determined in the downshift shifting means (c) whether it is downshift shifting, and when the downshift shift detection signal is not output from the downshift expectation detection means (b) during the downshift shifting, In the normal shift speed line pressure control means (d), shift speed line pressure control in which shift reduction is prioritized is performed. In addition, when the downshift expectation detection signal is output from the downshift expectation detecting means (b) during the downshift shifting, the shift in the line pressure control means (e) at the time of acceleration intention shifting prioritizes shortening the shift time. Time line pressure control is performed.

The operation of the second invention will be described.

In the case of shifting the acceleration intention, the line pressure control means (e) shifts the pressure applied to the base line pressure given during the shifting to the correction line pressure according to the magnitude of the acceleration intention determined by the acceleration pedal opening degree or the acceleration pedal operation shift. Control to set the line pressure is performed.

The operation of the third invention will be described.

In driving, in the downshift expectation detecting means (b), the acceleration pedal opening degree detected by the acceleration pedal opening degree detecting means (a) or a change amount corresponding to these is observed, and the driver expects the downshift. When it is determined, the down shift expected detection signal is output. On the other hand, in the lockup release determining means (f), it is judged whether or not the lockup is being canceled, and during the lockup release, when the downshift expectation detection signal is not output from the downshift expectation detecting means (b), the normal lockup pressure is determined. In the decompression control means (g), the lockup pressure decompression control which gives priority to the lockup release shock reduction is performed. In addition, when the downshift expectation detection signal is output from the downshift expectation detection means (b) during the lockup release, the lockup pressure decompression control means (h) gives priority to shortening the lockup release time. Up pressure decompression control is performed.

The operation of the fourth invention will be described.

In the acceleration intention lock-up pressure decompression control means (h), the decompression amount is increased for each unit time at the time of release of the lock-up pressure by a constant correction coefficient or a variable correction coefficient depending on the magnitude of the acceleration intention. Control to speed up is performed.

The operation of the fifth invention will be described.

In detecting the downshift expectation, in the downshift expectation detecting means (b), the acceleration pedal opening distance, the acceleration pedal opening change speed, the acceleration pedal opening change speed, and the acceleration pedal operation frequency of the driving point and the shift point The inference value of the accelerator stage is calculated for at least two, and the down-shift expectation detection signal is output when the algebraic or minimum value of each calculated transmission range inference value exceeds a predetermined value.

EMBODIMENT OF THE INVENTION Hereinafter, the Example of this invention is described based on drawing.

First, the configuration will be described.

2 is an electronic control system diagram of the control apparatus of the automatic transmission of the embodiment of the present invention corresponding to the first to fifth inventions. Although not shown, engine driving force is input to the automatic transmission through the torque converter, and the torque converter includes a lockup clutch directly connecting the engine and the automatic transmission.

In Fig. 2, reference numeral 1 denotes an automatic transmission, reference numeral 2 denotes a control valve unit, reference numerals 3 and 4 are shift solenoids, reference numeral 5 denotes a vehicle speed sensor and reference numeral 6 a throttle opening degree. A sensor (corresponding to the acceleration pedal opening degree detecting means (a)), 7 is an AT controller, 8 is a lineup solenoid, 9 is a lockup pressure solenoid.

The control system of the AT controller 7 includes a down shift expectation detection section 7a (equivalent to the down shift expectation detection section b), a shift control section 7b, a line pressure control section 7c, and a lockup pressure control section ( 7d) is installed.

In the down shift expectation detecting section 7a, the distance between the driving point and the shift point LTVO (acceleration pedal opening distance), the first difference dTVO (acceleration pedal opening change speed), the second step d2TVO (acceleration pedal opening change acceleration), Inferred values RVLTVO, RVd2TVO, and RVVTVO of the transmission gearbox are calculated for the moving dispersion VTVO (acceleration pedal operation frequency). The large flag fe = 1 is output.

For example, in the shift control section 7b, as shown in FIG. 4, a shift pattern having parameters of the vehicle speed and the throttle opening degree is set, so that the transmission table flag fe is not expected to shift to fe = 0. When shifting the gear position on the shift pattern by the detected vehicle speed and the throttle opening degree, the normal shift control is performed. When fe = 1, which is expected to shift the shift flag flag fe, a downshift is performed immediately on condition of unlocking. Acceleration intention corresponding shift control is performed.

The line pressure control section 7c includes a normal line pressure map of the throttle opening degree base for each gear position, a line pressure map at the time of shifting the throttle opening degree base for each speed type, and a correction line pressure map of the throttle opening degree base (Fig. 7). ) Is set, and when the transmission base flag fe does not expect to shift at the time of shifting, fe = 0, the line pressure is controlled based on the line pressure map at the time of shifting, and the shifting time flag fe expects shifting at the time of shifting. When fe = 1, the line pressure is controlled based on the line pressure map and the correction line pressure map at the time of shifting.

In the lockup pressure control section 7d, the decompression amount ΔP for each control cycle and the correction coefficient K of the decompression amount ΔP are set at the time of the lockup release, and the transmission zone flag fe is expected to shift at the time of the lockup release. If fe = 0 is not present, the decompression control of the lockup pressure is carried out by the correction factor K = 1, and when the transmission zone flag fe is fe = 1, where the gear shift expected flag is shifted at the time of unlocking, the correction factor K = 1.5 to 2.0. The decompression control of the lockup pressure is performed by this.

The operation is explained next.

[Down Shift Expectation Detection Operation]

3 is a flowchart showing the flow of the downshift expectation detection processing performed by the downshift expectation detection section 7a of the AT controller 7, and each step will be described below. (Corresponds to the down shift expectation detecting means (b)).

In the stem 10, the vehicle speed Vsp and the throttle opening VTO and the gear position GP are measured or detected.

In step 11, the shift point throttle opening degree TVO 'which is a point on the shift line of the shift map 7b is searched based on the detection of the vehicle speed Vsp and the gear position GP.

In step 12, the distance LTVO between the driving point throttle opening degree TVO and the shift point throttle opening degree TVO 'by detection is calculated.

LTVO = TVO'-TVO, for example, in the shift map shown in FIG. 4, when the gear position is 3 shifts down, when the vehicle speed is Vspl and the throttle opening degree is TVO1, the distance LTVO is shown.

In step 13, the one-step difference dTVO of the throttle opening degree TVO is calculated by the following formula.

Here, TVO (k) is the throttle opening degree of this time, TVO (k-1) is the throttle opening degree of the last time, and difference time is 80 msec, for example.

In step 14, the two-step difference d2TVO of the throttle opening degree is calculated by the following formula.

Here, dTVO (k) is the first step of this time, and the difference time is 80 msec, for example, of the first step of dTVO (k-1).

In step 15, the movement variance VTVO of the throttle opening degree VTO is calculated by the following formula.

In step 16, the inference value RVLTVO is calculated from the distance LTVO in step 12 and the membership function shown in Fig. 5A.

In step 17, the inference value RVdTVO is calculated from the step difference dTVO in step 13 and the membership function shown in Fig. 5B.

In step 18, the inference value RVd2TVO is calculated from the two-step difference d2TVO in step 14 and the membership function shown in FIG.

In step 19, the inference value RVVTVO is calculated from the movement dispersion VTVO in step 15 and the membership function shown in FIG.

In step 20, an algebraic RVSHIFT of each inference value RVLTVO, RVdTVO, RVd2TVO, and RVVTVO is calculated.

In step 21, it is determined whether the algebraic RVSHIFT obtained in step 20 exceeds a predetermined value SHIFT (for example, 0.5).

In the stem 22, at the time of RVSHIFTSHIFT, the transmission zone flag fe is set to fe = 1 in which the shift is expected, and is output to each of the transmission portions 7b, 7c, and 7d.

In step 23, when RVSHFIT? SHIFT, the transmission zone flag fe is set to fe = 0, which is not expected to be shifted, and is output to each of the transmission units 7b, 7c, and 7d.

[Each Inference Setting]

The setting of each inference value in the down shift expected detection process will be described.

First, with respect to the distance LTVO, it can be estimated that the closer to the shift line in the shift map, the larger the transmission band of the driver. Therefore, the membership function of the distance LTVO coincides with the transmission band that the distance LTVO is given a smaller value as the distance LTVO drops to the predetermined distance as the inference value RVLTVO = 1 up to a predetermined distance.

Next, with respect to the differential dTVO, it can be estimated that the faster the speed of applying the acceleration pedal is, the larger the downshift transmission band of the driver is. Therefore, as shown in Fig. 5 (b), the membership function of the first-difference dTVO is that the inference value RVdTVO = 0 until the one-time difference dTVO becomes a predetermined value, and the larger the larger the difference dTVO becomes, the larger the inference value RVdTVO is given. Match the transmission gearbox.

Next, with respect to the second step d2TVO, it can be estimated that the driver's downshift transmission stage is larger as long as the acceleration acceleration is large, which means that the acceleration pedal has a constant stepping speed, that is, there is a small transmission stage even when the stepping acceleration is zero. Therefore, the membership function of the second step d2TVO gives an inference value RVd2TVO which gradually increases to a predetermined value until the second step d2TVO is shown in Fig. 5 (c), and infers when the second step d2TVO exceeds the predetermined value. The value RVd2TVO = 1 corresponds to the transmission.

Next, since the position of the accelerator pedal cannot be changed at all with respect to the mobile dispersion VTVO, it can be estimated that the driver's transmission stage is larger when traveling when the accelerator pedal is frequently pressed and released as compared with the circulation. Therefore, the membership function of the mobile variance VTVO, which represents the operation frequency of the acceleration pedal, is as shown in FIG. 5 (d), the inference value RVVTVO becomes larger as the variance VTVO becomes larger as the inference value RVVTVO = 0 up to a predetermined value. To give a large value corresponds to the transmission.

[Line pressure control processing operation]

FIG. 6 is a flowchart showing the flow of the line pressure control processing operation performed by the line pressure control unit 7a of the AT controller 7. Hereinafter, each step will be described.

In step 30, it is judged whether or not the shift is in progress (corresponds to the determination means (c) during downshift shifting).

In step 31, the normal line pressure Pls is retrieved from the normal line pressure map for each gear position.

In step 32, the transmission band flag fe is input from the downshift detection section 7a.

In step 33, it is determined whether or not the transmission zone flag fe is fe = 1.

In step 34, the correction pressure Padd is retrieved from the correction line pressure map. For example, FIG. 7 is a correction line pressure map of 4 → 3 downshift, and at the time of 4 → 3 downshift, this map is read out, and the correction pressure Padd corresponding to the magnitude of TVO at that time is retrieved.

In step 35, the correction pressure Padd is set to Padd = 0.

In step 36, the normal shift line pressure Padd is retrieved from the normal shift line pressure map.

In step 37, the line pressure Pl at the time of shifting is calculated using the formula of Pl = Pbase + Padd.

In step 38, a command for obtaining the target line pressure determined in step 31 or step 37 is output to the line pressure solenoid 8.

Steps 33 to 38 correspond to the line pressure control means d at the time of shifting and the line pressure control means e at the time of shifting the acceleration intention.

[Lockup pressure control operation]

8 is a flowchart showing the flow of the lockup pressure control processing operation performed by the lockup pressure control section 7d of the AT controller 7. Hereinafter, each step will be described.

In step 40, it is determined whether or not the lockup pressure is being released (corresponds to the determination means (f) during the unlocking release).

In step 41, the normal lockup pressure is set based on the normal lockup control side.

In step 42, the transmission band flag fe is input from the down shift detection section 7a.

In step 43, it is determined whether the transmission zone flag fe is fe = 1.

In step 44, the correction coefficient K of the decompression amount? P is set to K = 1.5 to 2.0 depending on the magnitude of the throttle opening degree, as shown in FIG.

In step 45, the correction coefficient K of the decompression amount? P is set to K = 1.

In step 46, the current lockup pressure PL / U is calculated using the formula PL / U = PL / U-ΔP.K. DELTA P is a decompression amount for every control cycle at the time of unlocking release. The lock-up pressure calculation formula can be expressed as PL / U = Pinit-∑ (Δ P.K) when the lock-up pressure at the time of the lock-up release decision is set to Pinit.

In step 47, a command for obtaining the lockup pressure determined in step 41 or step 46 is output to the lockup pressure solenoid 9.

The steps 43 to 47 correspond to the normal lockup pressure decompression control means g and the acceleration intention lockup pressure decompression control means h.

[During downshift shifting]

During the downshift shift, at the time of the normal downshift shift in which the transmission band flag fe is fe = 0, in the flowchart of FIG. 6, step 30 → step 32 → step 33 → step 35 → The flow proceeds from step 36 to step 37 to step 38, and control is performed such that the normal shift line pressure Pbase prior to shift shock reduction is changed to the line pressure Pl at the time of shifting.

During downshift shifting, when the transmission band flag fe is downshifted at fe = 1, in the flowchart of Fig. 6, step 30 → step 32 → step 33 → step 34 → step ( The flow proceeds from 36) to step 37 to step 38, and control is performed to change the pressure, in which the correction pressure Padd is applied to the shift line pressure Pbase, to the line pressure Pl at the time of shifting.

Therefore, in the case of normal downshift, the shift shock is reduced by the normal shift line pressure Pbase serving as a base, and the shift time is shortened by increasing the line pressure during downshift corresponding to the driver's acceleration intention. One high-response downshift shift.

[Unlocking]

When the transmission stage flag fe is unlocked when fe = 0, the lockup is being canceled. In the flowchart of Fig. 8, the step 40 → step 42 → step 43 → step 45 → step 46 → The flow proceeds to step 47, and the lockup pressure decompression control for depressurizing the pressurization amount? P for each control cycle is performed.

When the lockup is being canceled and the normal lockup of the transmission band flag fe = 1 is released, the flow chart shown in FIG. 8 shows the steps 40 to 42 and the steps 44 to 44. The flow proceeds to step 47, and lock-up pressure decompression control is performed in which the decompression amount? P is increased by 1.5 to 2.0 times for each control cycle.

Therefore, when the lockup is released, the lockup pressure decompression control is reduced by the decompression amount? P, and the lockup is released by the large decompression amount when the lockup release is performed in response to the driver's intention to accelerate. High-response lock-up pressure reduction control with reduced release time is achieved.

Next, the effect will be explained.

(1) In the line pressure control of the automatic transmission, when the transmission frame flag fe is fe = 0, the line pressure control is performed at normal shifting, and when the transmission frame flag fe is fe = 1, the lockup increases the pressurization amount of the lockup pressure higher than usual. Since the device can be released, both of the lockup release shocks at the time of normal lockup release can be reduced and the release response can be secured at the time of lockup release where downshift corresponding to the acceleration intention is performed.

② Acceleration intention correspondence The downshift time can be set as the target time regardless of the magnitude of the acceleration intention shown in the throttle opening because the correction pressure Padd of the line pressure is made larger as the throttle opening degree is increased. have.

(3) In the lock-up pressure control of the automatic transmission, the normal lock-up release control is performed when the transmission frame flag fe is fe = 0, and the lock-up release control that increases the decompression amount of the lock-up pressure more normally when the transmission frame flag fe is fe = 1. In this way, it is possible to achieve both the reduction of the lockup release shock at the time of normal lockup release and the securing of the release responsiveness at the time of release lockup in which downshift corresponding to the acceleration intention is performed.

④ Since the correction coefficient K of the decompression amount ΔP of the lockup pressure for which the downshift is performed is set to a larger value as the throttle opening degree is larger, the lockup release time is the target time regardless of the magnitude of the acceleration intention shown in the throttle opening degree. You can do

(5) In detecting downshift expectation, the device detects when the inferred values RVLTVO, RVdTVO, RVd2TVO, and RVVTVO have exceeded a predetermined value shift, so that the downshift indicated by the driver's acceleration pedal operation is used. Expectation can be detected precisely.

As mentioned above, although an Example was demonstrated by drawing, a specific structure is not limited to an Example, Even if there exists a change, addition, etc. in the range which does not deviate from the summary of this invention, it is included in this invention.

In the embodiment, in detecting the downshift expectation, an example of detecting the downshift expectation when the logarithmic TVSHFIT of each inference value RVLTVO, RVdTVO, TVd2TVO, or TVVTVO exceeds a predetermined value SHIFT has been shown. As described in Japanese Patent Application Laid-Open No. 5-260600, an example may be detected if the downshift is expected when the minimum value of each transmission range inference value exceeds a predetermined value, and the specification of Japanese Patent Application No. 4-264674 And detection means for down shift expectations as described in the drawings.

Although the example which set the correction pressure Padd and the correction coefficient K by the throttle opening degree was shown in the Example, you may make it set according to the throttle speed, the magnitude | size of the downshift expected value, etc.

A control apparatus for an automatic transmission that performs downshifting based on detection of an accelerator stage in an accelerator dash of a driver as determined by the acceleration pedal, wherein the downshift expected detection signal during downshift shifting. Is not outputted, the normal speed line pressure control means which performs line pressure at shift prior to shift shock reduction, and the reduction of shift time is given priority when down shift expected detection signal is output during down shift shift. Acceleration Intention to Perform Line Pressure Control During One Shift Since a line pressure control means is provided at the time of shifting, it is possible to reduce the shift shock during normal downshift and to reduce the shift inaccuracy for acceleration intention. It is possible to obtain an effect that the shift response can be secured.

The second invention according to claim 2, wherein in the control apparatus of the movable transmission according to claim 1, the line pressure control means at the time of an acceleration intention shift is an acceleration pedal opening degree to the baseline pressure applied at the time of a shift. Since the pressure to which the corrected line pressure is applied according to the magnitude of the acceleration intention determined by the acceleration pedal operation speed is used as the line pressure at the time of shifting, in addition to the effect of the first invention, regardless of the magnitude of the acceleration intention It is possible to obtain an effect that the downshift time corresponding to the acceleration intention can be the target time.

3. In the third invention of claim 3, in the control device of an automatic transmission that performs downshift based on the detection of the accelerator stand in the accelerator dash of the driver judged by the accelerator pedal operation, the downshift is expected during the lockup release. Normal lockup pressure decompression control means for performing lockup pressure decompression control that prioritizes the lockup release shock reduction when no detection signal is output, and shortening the lockup release time when the downshift expected detection signal is output during lockup release. Acceleration Intention to Perform Lock-up Pressure Reduction Control Prior to this, since the lock-up pressure reduction control means is provided, the lock-up release shock reduction during normal lock-up release and the lock-down downshift corresponding to acceleration are performed. It is possible to obtain an effect that both the release response can be secured at the time of release.

In the fourth invention according to claim 4, in the control apparatus of the automatic transmission according to claim 3, the acceleration intention lock-up pressure decompression control means determines the amount of pressurization per unit time at the time of unlocking. In addition to the effect of the third aspect of the invention, the acceleration intention is increased in addition to the correction coefficient or the variable correction coefficient corresponding to the magnitude of the acceleration intention. Regardless of the size, it is possible to obtain the lockup release time as the target time.

In the fifth invention of claim 5, in the control device of the modulator according to claim 1 or 3, the downshift expectation detection means includes an acceleration pedal opening distance between an operating point and a shift point, and an acceleration pedal. The inference value of the transmission gearbox is calculated for at least two of the opening change speed, the acceleration pedal opening change acceleration, and the acceleration pedal operation frequency, and when the algebraic or minimum value of each transmission gear inference value exceeds a predetermined value, a downshift expected detection signal is generated. As a means for outputting, in addition to the above effects, it is possible to obtain the effect of accurately detecting the downshift expectations appearing in the acceleration pedal operation of the driver.

Claims (6)

In the automatic transmission in which the line pressure, which is the original pressure of the fastening pressure to the shifting element, is controlled, the acceleration pedal opening degree detecting means for detecting the acceleration pedal opening degree or the corresponding amount, the change status of the acceleration pedal opening degree, etc. are observed. Down-shift expectation detection means for outputting a down-shift expectation detection signal when it is determined that the down-shift is expected, down-shift-shifting means for determining whether the down-shift shift is in progress, and during the down-shift shift, Normal shift line pressure control means for performing shift line pressure control with priority for shift shock reduction when no down shift expectation detection signal is output from the shift expectation detection means, and from the down shift expectation detection means during downshift shifting. When downshift expected detection signal is output, when shifting prior to shortening of shift time A control apparatus for an automatic transmission, comprising: a line pressure control means for shifting an acceleration intention to perform line pressure control. The line pressure control means at the time of shifting the acceleration intention, the correction line pressure according to the magnitude of the acceleration intention determined by the acceleration pedal opening degree, the acceleration pedal operation speed, etc. A control device for an automatic transmission, characterized in that the means for changing the line pressure at the time of applying the pressure. In the automatic transmission that bypasses the fluid transmission device and controls the engagement and release of the directly connected lockup clutch, the acceleration pedal opening detection means for detecting the acceleration pedal opening amount or the equivalent amount and the change status of the acceleration pedal opening degree are observed. Down-shift expectation detection means for outputting a down-shift expectation detection signal when it is determined that the driver is expecting a down-shift, a lock-up release determining means for judging whether or not the lock-up is being released; Normal lockup pressure decompression control means for performing lockup pressure decompression control that prioritizes lockup release shock reduction when no downshift expectation detection signal is output from the expectation detection means; and downshift from the downshift expectation detection means during lockup release. Lock-up that prioritizes reduction of lock-up release time when expected detection signal is output Of the accelerator for performing a pressure reducing control also control apparatus of an automatic transmission, characterized in that pressure control means provided with a lock eopap. 4. The acceleration intention lock-up pressure decompression control means increases the decompression amount for each unit time at the time of release of the lockup by a correction factor that is an integer or a variable correction factor that depends on the magnitude of the acceleration intention. And a means for rapidly controlling the decompression speed of the lockup pressure. 2. The apparatus of claim 1, wherein the down shift expectation detecting means comprises: an acceleration pedal opening distance of an operating point and a shift point, an acceleration pedal opening change speed, an acceleration pedal opening change acceleration, and an acceleration pedal operation frequency; And a means for calculating an inference value and outputting a downshift expectation detection signal when the logarithmic or minimum value of each transmission inference value exceeds a predetermined value. 4. The apparatus of claim 3, wherein the down-shift expectation detecting means comprises: at least two of the acceleration pedal opening distances of the driving point and the shift point, the acceleration pedal opening change speed, the acceleration pedal opening change acceleration, and the acceleration pedal operation frequency. And a means for calculating an inference value and outputting a downshift expectation detection signal when the logarithmic or minimum value of each transmission inference value exceeds a predetermined value.