WO2017047479A1

WO2017047479A1 - Vehicle transmission control device

Info

Publication number: WO2017047479A1
Application number: PCT/JP2016/076363
Authority: WO
Inventors: 一樹平迫; 豊田　英二
Original assignee: ジヤトコ株式会社
Priority date: 2015-09-18
Filing date: 2016-09-08
Publication date: 2017-03-23
Also published as: JP2017057988A

Abstract

A drive force transfer system from an engine to a drive wheel (50) is provided with an automatic transmission (AT) having a plurality of gear positions that are automatically changed. This engine vehicle is provided with a transmission controller (20) for outputting a torque-increase-demand flag for allowing an increase in engine torque to an engine controller (10) when cooperative control accompanying an increase in torque in an engine (Eng) is performed during gearshift repositioning in the automatic transmission (AT). The transmission controller (20) outputs a torque-increase-demand flag during the period when the torque transfer capacity from a engagement-side friction element or a disengagement-side friction element by gearshift repositioning is in a capacity range below a specific value.

Description

Vehicle shift control device

The present invention relates to a shift control device for a vehicle that permits an increase in engine torque during a changeover shift of a stepped transmission.

2. Description of the Related Art Conventionally, there is known a control device for a stepped transmission that recovers an engine from a fuel cut state during a shift inertia phase period to alleviate a pulling shock caused by a coast down shift (see, for example, Patent Document 1).

JP 2012-251575 A

However, in the conventional apparatus, the recovery of the engine is performed during the inertia phase period of the shift, so that the engine may be recovered before the hydraulic pressure of the release side clutch is lowered. For this reason, when more torque than expected is input during engine recovery, there is torque transmission that depends on the engagement capacity of the release side clutch, and as a result, acceleration that the driver does not intend occurs in the vehicle, giving an uncomfortable feeling. There is a problem.

The present invention has been made paying attention to the above-described problem, and during engine / shift cooperative control, even if there is more torque input than expected during shift, the vehicle is configured to limit the torque transmitted to the drive wheels. An object of the present invention is to provide a shift control device for a vehicle that suppresses acceleration.

In order to achieve the above object, the present invention includes a stepped transmission having a plurality of gears that are automatically shifted in a driving force transmission system from an engine to driving wheels.
In this vehicle, the shift control means for outputting a torque-up request flag for permitting the engine torque-up to the engine control means when the cooperative control accompanied by the engine torque-up is determined at the time of the shifting of the stepped transmission. Provide.
The shift control means outputs a torque-up request flag while the torque transmission capacity by the engagement-side friction element or the disengagement-side friction element during the crossover shift is in a low capacity range smaller than a predetermined value.

Therefore, while the torque transmission capacity by the engagement-side friction element or the release-side friction element during the reshuffling shift is in a low capacity region that is smaller than a predetermined value, a torque-up request flag that permits engine torque-up is given to the engine control means. Is output.
That is, the engine control means performs engine torque-up control when a torque-up request flag is input. Even if the engine torque is increased more than expected in this torque-up control, the torque transmitted to the drive wheels via the engagement-side friction element or the release-side friction element during shifting is limited to the torque transmission capacity by the friction element. To do. That is, the input torque to the stepped transmission that exceeds the torque transmission capacity is absorbed by the slip of the friction element and is not transmitted to the drive wheels.
As a result, during engine / shift coordination control, even if there is more torque input than expected during shifting, vehicle acceleration can be suppressed by limiting the torque transmitted to the drive wheels.

1 is an overall system diagram showing a drive system and a control system of an engine vehicle equipped with an automatic transmission to which a control device of Example 1 is applied. 2 is an engagement operation table showing an engagement state of each shift friction element for each shift stage in the automatic transmission according to the first embodiment. FIG. 3 is a shift map diagram illustrating an example of a shift map used for shift control in the automatic transmission according to the first embodiment. 3 is a flowchart showing a flow of engine / shift cooperative control processing executed by the automatic transmission controller according to the first embodiment. FIG. 6 is a release pressure characteristic diagram of a shift hydraulic pressure showing a minimum current and a maximum current of a monitor current defined as being shifted (during intermediate hydraulic pressure) in engine / shift cooperative control processing. Indicates the characteristics of accelerator opening APO, torque up request flag, release side command hydraulic pressure monitor current, engagement side command hydraulic pressure monitor current, engine torque Te, and engine speed Ne when engine / shift coordination control is executed It is a time chart.

Hereinafter, the best mode for realizing the transmission control device for a vehicle according to the present invention will be described based on Example 1 shown in the drawings.

First, the configuration will be described.
The shift control apparatus of the first embodiment is applied to an engine vehicle equipped with a stepped automatic transmission of 7 forward speeds and 1 reverse speed. Hereinafter, the configuration of the shift control device for the engine vehicle in the first embodiment is described as “the overall system configuration”, “the power train configuration of the automatic transmission”, “the shift control configuration of the automatic transmission”, “the engine / shift cooperative control processing configuration”. It is divided and explained.

[Overall system configuration]
FIG. 1 shows a drive system and a control system of an engine vehicle equipped with an automatic transmission to which the control device of the first embodiment is applied. The following is an overall system diagram.

As shown in FIG. 1, the drive system of the engine vehicle includes an engine Eng and an automatic transmission AT (a stepped transmission having a plurality of shift stages that are automatically shifted).

The automatic transmission AT is a stepped automatic transmission called step AT with 7 forward speeds and 1 reverse speed. The automatic transmission AT receives the driving force of the engine Eng from the input shaft Input via the torque converter TC having the lockup clutch LU / C. Then, the rotational speed is changed by the four planetary gears and the seven shift friction elements, and is output from the output shaft Output to the drive wheels 50. Further, an oil pump OP is provided coaxially with the pump impeller of the torque converter TC, and is rotated by the driving force of the engine Eng to pressurize the oil.

As shown in FIG. 1, the engine vehicle control system includes an engine controller 10 (ECU), an automatic transmission controller 20 (ATCU), and a control valve unit 30 (CVU). The engine controller 10 (engine control means) and the automatic transmission controller 20 (shift control means) are connected via a CAN communication line 40 and share sensor information, control information, and the like by bidirectional communication.

The engine controller 10 is a control means for mainly controlling the driving state of the engine Eng. Connected to the engine controller 10 are an accelerator opening sensor 1 that detects an accelerator opening APO that represents the amount of accelerator pedal operation by the driver, and an engine speed sensor 2 that detects an engine speed Ne. The engine controller 10 controls the engine speed Ne and the engine torque Te by adjusting the fuel injection amount and the throttle opening based on the engine speed Ne and the accelerator opening APO. Further, when a torque-up request flag is input from the automatic transmission controller 20 during the transmission shift, torque-up control for increasing the engine torque Te is performed by adjusting the fuel injection amount and the throttle opening.

The automatic transmission controller 20 is a control means for mainly performing shift control of the automatic transmission AT. Connected to the automatic transmission controller 20 are a first turbine rotation speed sensor 3 for detecting the rotation speed of the first carrier PC1 and a second turbine rotation speed sensor 4 for detecting the rotation speed of the first ring gear R1. Yes. Furthermore, an output shaft rotational speed sensor 5 (vehicle speed sensor) for detecting the rotational speed of the output shaft Output (= vehicle speed VSP), an inhibitor switch 6 for detecting the range position selected by the driver's select lever, and a variable speed friction element A solenoid current sensor 7 for monitoring each solenoid current is connected. When the automatic transmission controller 20 determines cooperative control with torque increase of the engine Eng at the time of the changeover speed change, a torque increase request flag for permitting engine torque increase is sent via the CAN communication line 40 to the engine controller 10. Is output.

The control valve unit 30 is configured to have a solenoid valve and an oil passage for controlling the engagement / release of each variable speed friction element based on a control command from the automatic transmission controller 20.

[Powertrain configuration of automatic transmission]
Hereinafter, the power train configuration of the automatic transmission AT will be described with reference to FIG.
The automatic transmission AT has a first planetary gear set GS1 and a third planetary gear by a first planetary gear G1 and a second planetary gear G2 in order on a shaft from the input shaft Input side to the output shaft Output side as a transmission gear. A second planetary gear set GS2 is arranged by G3 and the fourth planetary gear G4. In addition, a first clutch C1, a second clutch C2, a third clutch C3, a first brake B1, a second brake B2, a third brake B3, and a fourth brake B4 are arranged as shift friction elements that are hydraulically controlled. . Further, a first one-way clutch F1 and a second one-way clutch F2 are arranged as one-way clutches that are mechanically engaged / idly rotated.

The first planetary gear G1 is a single pinion planetary gear having a first sun gear S1, a first ring gear R1, and a first carrier PC1 that supports a first pinion P1 that meshes with both gears S1, R1. .

The second planetary gear G2 is a single pinion type planetary gear having a second sun gear S2, a second ring gear R2, and a second carrier PC2 that supports a second pinion P2 meshing with both gears S2 and R2. .

The third planetary gear G3 is a single pinion planetary gear having a third sun gear S3, a third ring gear R3, and a third carrier PC3 that supports a third pinion P3 meshing with both gears S3 and R3. .

The fourth planetary gear G4 is a single pinion planetary gear having a fourth sun gear S4, a fourth ring gear R4, and a fourth carrier PC4 that supports a fourth pinion P4 meshing with both the gears S4 and R4. .

The input shaft Input is connected to the second ring gear R2 and inputs the rotational driving force from the engine Eng via the torque converter TC or the like. The output shaft Output is coupled to the third carrier PC3, and transmits the output rotational driving force to the driving wheels 50 via a final gear or the like.

The first ring gear R1, the second carrier PC2, and the fourth ring gear R4 are integrally connected by a first connecting member M1. The third ring gear R3 and the fourth carrier PC4 are integrally connected by a second connecting member M2. The first sun gear S1 and the second sun gear S2 are integrally connected by a third connecting member M3.

The first planetary gear set GS1 includes four rotating elements by connecting the first planetary gear G1 and the second planetary gear G2 with the first connecting member M1 and the third connecting member M3. Is done. Further, the second planetary gear set GS2 is configured to have five rotating elements by connecting the third planetary gear G3 and the fourth planetary gear G4 by the second connecting member M2.

In the first planetary gear set GS1, torque is input from the input shaft Input to the second ring gear R2, and the input torque is output to the second planetary gear set GS2 via the first connecting member M1. In the second planetary gear set GS2, torque is directly input to the second connection member M2 from the input shaft Input, and is input to the fourth ring gear R4 via the first connection member M1, and the input torque is Output from 3 carrier PC3 to output shaft Output.

The first clutch C1 (input clutch I / C) is a clutch that selectively connects and disconnects the input shaft Input and the second connecting member M2. The second clutch C2 (direct clutch D / C) is a clutch that selectively connects and disconnects the fourth sun gear S4 and the fourth carrier PC4. The third clutch C3 (H & LSR clutch H & LR / C) is a clutch that selectively connects and disconnects the third sun gear S3 and the fourth sun gear S4.

The second one-way clutch F2 is disposed between the third sun gear S3 and the fourth sun gear S4. As a result, when the third clutch C3 is released and the rotation speed of the fourth sun gear S4 is larger than that of the third sun gear S3, the third sun gear S3 and the fourth sun gear S4 generate independent rotation speeds. Therefore, the third planetary gear G3 and the fourth planetary gear G4 are connected via the second connecting member M2, and each planetary gear achieves an independent gear ratio.

The first brake B1 (front brake F / B) is a brake that selectively stops the rotation of the first carrier PC1 with respect to the transmission case Case. The first one-way clutch F1 is disposed in parallel with the first brake B1. The second brake B2 (low brake LOW / B) is a brake that selectively stops the rotation of the third sun gear S3 with respect to the transmission case Case. The third brake B3 (2346 brake 2-3-4-6 / B) is a brake that selectively stops the rotation of the third connecting member M3 that connects the first sun gear S1 and the second sun gear S2 with respect to the transmission case Case. It is. The fourth brake B4 (reverse brake REV / B) is a brake that selectively stops the rotation of the fourth carrier PC4 with respect to the transmission case Case.

[Transmission control configuration of automatic transmission]
FIG. 2 is a fastening operation table showing a fastening state of each shift friction element for each shift stage in the automatic transmission AT of the first embodiment. In FIG. 2, a circle indicates that the speed change friction element is in an engaged state, a mark (○) indicates that the speed change friction element is in an engaged state when the engine brake is coasted, and no mark indicates that the speed change friction element is in an engaged state. It shows that the shift friction element is in a released state.

At the time of up-shifting or down-shifting between adjacent shift stages by the automatic transmission AT, the one-off friction friction element that has been engaged is released and the one-off friction friction element that has been released is engaged. I do. As a result of this change-over shift, it is possible to achieve a shift speed of seven forward speeds and one reverse speed as described below.

That is, at the “first speed” during driving by depressing the accelerator, the first one-way clutch F1 and the second one-way clutch F2 are engaged while the second brake B2 is engaged. In the “first speed” during coasting (emblem) with the release of the accelerator pedal, the first one-way clutch F1 and the second one-way clutch F2 are idling so that the third clutch C3, the first brake B1, and the second brake B2 It will be in a fastening state.

¡At “2nd gear” when driving by depressing the accelerator, the second brake B2 and the third brake B3 are engaged, and the second one-way clutch F2 is engaged. In the “second gear stage” during coasting (at the time of emblem) by releasing the accelerator foot, the second one-way clutch F2 idles, and the third clutch C3, the second brake B2, and the third brake B3 are engaged.

In “3rd speed”, the second brake B2, the third brake B3, and the second clutch C2 are engaged regardless of whether driving or coasting.
In “fourth speed”, the third brake B3, the second clutch C2, and the third clutch C3 are engaged regardless of whether driving or coasting.
In "5th gear", the first clutch C1, the second clutch C2, and the third clutch C3 are engaged regardless of whether driving or coasting.
In “6-speed”, the third brake B3, the first clutch C1, and the third clutch C3 are engaged regardless of whether driving or coasting.
At “7th speed”, the first brake B1, the first clutch C1, and the third clutch C3 are engaged regardless of whether driving or coasting.

¡At “reverse speed” when driving by accelerator depression, the first one-way clutch F1 and the second one-way clutch F2 are engaged with the fourth brake B4 engaged. At the "reverse speed" when coasting with the accelerator released (when the emblem is engaged), the first one-way clutch F1 and the second one-way clutch F2 are idling so that the third clutch C3, the first brake B1, and the fourth brake B4 It will be in a fastening state.

FIG. 3 is a shift map diagram showing an example of a shift map used for shift control in the automatic transmission AT according to the first embodiment. Note that the shift map shown in FIG. 3 is stored in advance in the memory of the automatic transmission controller 20, and the solid line indicates the up shift line and the dotted line indicates the down shift line.

When the D range is selected, the driving point (VSP, APO) determined based on the vehicle speed VSP from the output shaft speed sensor 5 (= vehicle speed sensor) and the accelerator opening APO from the accelerator opening sensor 1 is shown on the shift map. Search for an existing location. And if the driving point (VSP, APO) does not move, or if the driving point (VSP, APO) moves, but remains within one gear range on the shift map of FIG. Maintain the gear position.

On the other hand, when the operating point (VSP, APO) moves and crosses the upshift line on the shift map in FIG. 3, the operation after crossing from the shift stage indicated by the region where the operating point (VSP, APO) before crossing exists An up-shift command to the gear position indicated by the region where the point (VSP, APO) exists is output. Also, when the operating point (VSP, APO) moves and crosses the downshift line on the shift map in FIG. 3, the operation after crossing from the shift stage indicated by the region where the operating point (VSP, APO) before crossing exists A downshift command to the gear position indicated by the region where the point (VSP, APO) exists is output.

[Engine / shift coordination control processing configuration]
FIG. 4 shows a flow of engine / shift cooperative control processing executed by the automatic transmission controller 20 of the first embodiment (shift control means). Hereinafter, each step of FIG. 4 showing the engine / shift cooperative control processing configuration will be described. When a shift request is issued during traveling, the engine / shift cooperative control process according to the flowchart of FIG. 4 is started, and when the shift is completed, the engine / shift cooperative control process is terminated.

In step S1, following the start, it is determined whether or not a cooperative control operation with the engine Eng is performed. If YES (cooperative control operation), the process proceeds to step S2, and if NO (cooperative control non-operation), the process proceeds to step S5.
Here, in “cooperative control”, for example, when there is an auto-down shift request for increasing the engine speed due to a decrease in the vehicle speed VSP, it is determined that the cooperative control with the engine Eng is activated during the replacement shift. On the other hand, when there is an upshift request or the like, it is determined that the cooperative control with the engine Eng is deactivated during the changeover shift.

In step S2, following the determination that the cooperative control operation is performed in step S1, it is determined whether or not the monitor current is a value in the intermediate hydraulic pressure region. If YES (the monitor current is a value in the intermediate hydraulic pressure region), the process proceeds to step S3. If NO (the monitor current is a value other than the intermediate hydraulic pressure region), the process proceeds to step S5.
Here, the “monitor current” means the solenoid current to the solenoid valve that controls the hydraulic pressure of the engagement-side friction element and the hydraulic pressure of the release-side friction element during the switching speed change by cooperative control operation with the engine Eng. The solenoid current to the valve. This monitor current is acquired by the solenoid current sensor 7 provided in the solenoid valve of each friction engagement element. The “intermediate hydraulic pressure range value” means a monitor current value that is a low capacity range in which the torque transmission capacity due to the hydraulic pressure to the engagement-side friction element or the release-side friction element during the cross-over shift is smaller than a predetermined value, that is, current This is the interval between the minimum value (current MIN) and the maximum current value (current MAX). Here, the “predetermined value” is an unexpected increase in engine torque during traveling due to a changeover shift, that is, the vehicle is unexpectedly steep enough to give the driver a sense of incongruity even if there is an engine torque increase greater than the requested torque. The torque transmission capacity that does not accelerate is determined.

In the case of the solenoid current to the solenoid valve that controls the hydraulic pressure of the release side friction element, as shown in the hydraulic characteristics in FIG. 5 (the solid line and the broken line indicate hysteresis), the current is within the range of the current MIN and the current MAX. The current value is defined as shifting during which an engine torque increase request is output. Furthermore, the current MIN and the current MAX are determined for each shift friction element and set in advance as a solenoid current map. Then, when there is a change-over shift request by cooperative control operation with the engine Eng, the use range by the current MIN and current MAX is quoted from the solenoid current map. The current MIN and current MAX set in the solenoid current map are provided with a margin for monitor current variation (for example, ± 10 mA) to prevent erroneous detection.

In step S3, following the determination that the monitor current in step S2 is a value in the intermediate hydraulic pressure region, a torque request is set, and the process proceeds to step S4.
Here, “torque request” refers to “engine Eng torque-up request”.

In step S4, following the torque request set in step S3, a torque-up request flag is output from the automatic transmission controller 20 to the engine controller 10 via the CAN communication line 40, and the process proceeds to return.
Here, “output of torque-up request flag” means output of torque-up request flag when torque-up request flag is not output, and torque-up request flag when torque request has already been output. Keep the output of.

In step S5, following the determination that the cooperative control is not activated in step S1 or the determination that the monitor current is a value outside the intermediate hydraulic pressure region in step S2, the torque request is reset, and the process proceeds to step S6. move on.
Here, “torque request reset” resets the torque request when the torque request is set, and maintains the torque request reset as it is when the torque request is already reset.

In step S6, following the torque request reset in step S5, output of the engine torque increase request flag to the engine controller 10 is stopped, and the process proceeds to return.
Here, “output stop of torque-up request flag” means that output of torque-up request flag is stopped when torque-up request flag is output, and output of torque-up request flag is already stopped. The output stop of the torque up request flag is maintained as it is.

Next, the operation will be described.
The operation of the engine vehicle speed change control apparatus according to the first embodiment will be described by dividing it into “engine / transmission cooperative control processing operation”, “engine / transmission cooperative control operation”, and “characteristic operation of engine / transmission cooperative control”.

[Engine / shift cooperative control processing action]
Hereinafter, the engine / transmission cooperative control processing operation in the first embodiment will be described based on the flowchart shown in FIG.

If it is determined that the cooperative control operation with the engine Eng is necessary during the changeover shift, the process proceeds from step S1 to step S2 in the flowchart of FIG. In step S2, the solenoid current to the solenoid valve that controls the hydraulic pressure of the engagement-side friction element and the solenoid current to the solenoid valve that controls the hydraulic pressure of the disengagement-side friction element are monitored during the crossover shift. It is determined whether or not the value is an area value. As long as the monitoring current does not reach the current MIN even when the changeover is started, the flow of steps S1 → S2 → step S5 → step S6 is repeated in the flowchart of FIG. The up request flag is not output.

When the monitor current reaches the current MIN after the start of the shifting gear change, it is determined in step S2 that the monitor current is a value in the intermediate hydraulic pressure region. In the flowchart of FIG. 4, step S1 → step S2 → step S3. → Go to step S4 → return. In step S4, following the torque request set in step S3, the automatic transmission controller 20 starts to output a torque-up request flag to the engine controller 10 via the CAN communication line 40. In the engine controller 10, when a torque-up request flag is input, torque-up control of the engine Eng with the limit torque as an upper limit is started. The output of the torque-up request flag from the automatic transmission controller 20 to the engine controller 10 is continued until the monitor current reaches the current MIN, the current value further increases, and the monitor current reaches the current MAX.

When the monitor current reaches the current MAX after the start of the shifting gear change, it is determined in step S2 that the monitor current is a value outside the intermediate hydraulic pressure region. In the flowchart of FIG. 4, step S1 → step S2 → step The process proceeds from S5 to step S6. In step S6, following the torque request reset in step S5, the output of the torque-up request flag from the automatic transmission controller 20 to the engine controller 10 is stopped. The output stop of the torque-up request flag from the automatic transmission controller 20 is continued until the replacement shift is completed.

[Engine / shift cooperative control action]
For example, when there is an auto down shift request due to a decrease in the vehicle speed VSP, or when the step down shift request is requested but the amount of depression of the accelerator opening APO is small, the increase in engine torque is delayed during the down shift. There is. If the increase in engine torque is delayed and the target engine speed is not reached at the end of the downshift, the engine speed suddenly increases after the downshift, which becomes a shift shock. The engine torque-up coordinated control during the shift control aims to suppress the shift shock caused by the engine torque increase delay and improve the shift quality. In the case of this engine torque-up coordinated control, if a torque-up request flag is output to the engine controller during the inertia phase, an engine torque higher than expected is input when the transfer torque capacity of the release side friction element is large in the inertia phase start region. When the driving torque corresponding to the transmission torque capacity of the disengagement side friction element is transmitted to the driving wheel and the vehicle is traveling at a reduced speed, the driver feels uncomfortable due to sudden vehicle acceleration. For such a problem, even if the engine controller performs control to limit the engine torque increase amount in response to the torque increase request, it is difficult to eliminate the torque output exceeding the expected value by the engine torque increase control.

Therefore, we focused on the torque-up request flag output from the automatic transmission controller 20 side. Even when the engine controller 10 side generates an engine torque that is higher than expected, the friction element slips to the drive wheel 50 when the torque exceeds the transmission torque capacity of the disengagement side frictional element or the engagement side frictional element. It is the present invention that is not transmitted.

Hereinafter, the engine / shift cooperative control operation in the first embodiment will be described based on the time chart shown in FIG. In FIG. 6, time t1 is the output time of the downshift request. Time t2 is the output start time of the torque-up request flag. Time t3 is the start time of decrease in engine torque. Time t4 is the output stop time of the torque up request flag. Time t5 is the downshift end time. In addition, when the depression amount of the accelerator opening APO is small, a case where a depression down shift request is issued is taken as an example (for example, during 3-2 downshifting, the second clutch C2 becomes a disengagement side friction element, and the third clutch C3 is the fastening side friction element.)

Even if a downshift request is output at time t1, the torque up request flag is not output, and output of the torque up request flag is started from time t2 when the monitored current of the release side command hydraulic pressure becomes equal to or less than the predetermined value. The The output of the torque-up request flag is maintained until time t4 when the engagement side command hydraulic pressure monitor current exceeds a predetermined value. The engine torque Te increases during output of the torque increase request flag from time t2 to time t4. The characteristic of the engine torque Te increases stepwise at time t2 and is maintained until time t3, and gradually decreases with a predetermined decrease gradient during the shift end period from time t3 to time t4. The engine torque corresponding to the opening APO and vehicle speed VSP is reduced. The engine speed Ne gradually increases from the engine speed before downshift at time t2 to the engine speed after downshift (target speed) at time t4, and the downshift progresses smoothly. After time t4, the monitoring current of the engagement-side command hydraulic pressure rises at a predetermined rising gradient and then maintains a constant value. Further, at time t5, the monitoring current rises stepwise and ends the shift.

Here, a case where a torque-up request flag is output during the shift period from time t1 to time t2 is taken as a comparative example. In the case of this comparative example, when an engine torque more than expected is input between time t1 and time t2, torque having a predetermined value A (> predetermined value) as a maximum torque is driven through the disengagement side friction element. 50. Further, when an engine torque higher than expected is input between time t4 and time t5, torque having a predetermined value B (> predetermined value) as a maximum torque is transmitted to the drive wheels 50 via the engagement side friction element. The

In contrast, in the first embodiment, a torque-up request flag is output during a shift within a limited range from time t2 to time t4. Even if an engine torque higher than expected is input between time t2 and time t4, it is transmitted to the drive wheels 50 via the disengagement side friction element (second clutch C2) or the engagement side friction element (third clutch C3). Torque does not exceed a predetermined value (<predetermined value B <predetermined value A). That is, even if an engine torque higher than expected is input between time t2 and time t4, the vehicle does not accelerate unexpectedly.

Thus, the period of the torque-up request flag output from the transmission controller 20 is specified as the period from time t2 to time t4. By specifying the output period of the torque-up request flag, there is a restriction that the drive torque transmitted to the drive wheels 50 is suppressed to a predetermined value or less regardless of the torque-up control of the engine Eng.

[Characteristic effects of engine / shift coordination control]
In the first embodiment, a torque-up request flag for permitting torque-up of the engine Eng is maintained while the torque transmission capacity by the engagement-side friction element or the release-side friction element during the crossover shift is in a low capacity region smaller than a predetermined value. The engine controller 10 is configured to output. That is, when the torque-up request flag is input, the engine controller 10 performs torque-up control of the engine Eng. Even if the torque up control exceeds the expected torque increase, the torque transmitted to the drive wheel 50 through the engagement-side friction element or the release-side friction element during the shift has a torque transmission capacity by the friction element as an upper limit. To do. That is, the input torque to the automatic transmission AT that exceeds the torque transmission capacity is absorbed by the slip of the friction element and is not transmitted to the drive wheels 50.
As a result, during engine / shift coordination control, even if there is more torque input than expected during shifting, vehicle acceleration is suppressed by limiting the torque transmitted to the drive wheels 50.

In the first embodiment, the predetermined value is determined to be a torque transmission capacity value at which the vehicle does not unexpectedly accelerate even if torque is transmitted to the drive wheels 50 during traveling by the changing gear.
That is, the lower the predetermined value, the higher the effect of limiting the torque transmitted to the drive wheel 50. However, the torque transmitted to the drive wheel is reduced, and the torque increase request flag is further reduced. The output period becomes shorter, and the torque increase effect itself becomes smaller. On the other hand, if the predetermined value is set to a high value that secures the output period of the torque-up request flag, the vehicle may unexpectedly accelerate during the decelerating travel, and the driver feels uncomfortable. On the other hand, if the predetermined value is determined to be a torque transmission capacity value at which the vehicle does not accelerate unexpectedly enough to give the driver a sense of incongruity even if the engine torque is larger than the requested torque, the output period of the torque up request flag It is an appropriate value that can prevent unexpected acceleration of the vehicle while ensuring the above.
Accordingly, it is possible to prevent the driver from feeling uncomfortable when there is more torque input than expected during the shift while securing the output period of the torque-up request flag during engine / shift cooperative control.

In the first embodiment, the current value supplied to the solenoid valve that controls the engagement-side friction element and the release-side friction element is monitored. The torque up request flag is output while the monitor current is in the range between the current MIN and the current MAX where the torque transmission capacity is smaller than a predetermined value.
That is, it is possible to determine the period for outputting the torque-up request flag based on the current value supplied to the solenoid valve. That is, it is possible to monitor a period in which the torque transmission capacity is smaller than a predetermined value by a simple configuration of monitoring the solenoid current without providing a hydraulic pressure sensor for each shift friction element and monitoring the torque transmission capacity due to the hydraulic pressure.
Therefore, the period during which the torque-up request flag is output is determined by a simple configuration that only monitors the current value supplied to the solenoid valve.

In the first embodiment, the current MIN and the current MAX are set separately for each of a plurality of shift friction elements included in the automatic transmission AT.
That is, the torque transmission capacity at which the vehicle does not suddenly accelerate so as to give the driver a sense of incongruity is different between the engagement side friction element and the release side friction element, and the speed change type (up shift, Downshifts) and shift speeds (1st to 7th). For this reason, if the current MIN and the current MAX are set to the same value for a plurality of shift friction elements included in the automatic transmission AT, the shift friction element and the shift stage deviate from an appropriate value.
Therefore, by setting the current MIN and the current MAX separately for each of the plurality of shift friction elements, the current MIN and the MAX are set to appropriate values regardless of the shift type and the shift speed.

Next, the effect will be described.
In the engine vehicle speed change control apparatus according to the first embodiment, the effects listed below can be obtained.

(1) In a vehicle (engine vehicle) provided with a stepped transmission (automatic transmission AT) having a plurality of automatic transmission speeds in a driving force transmission system from the engine to the drive wheels 50,
Torque-up request flag for permitting engine control means (engine controller 10) to increase engine torque when coordinated control with torque-up of engine Eng is performed at the time of a change over speed of a stepped transmission (automatic transmission AT). Transmission control means (transmission controller 20) for outputting
The shift control means (transmission controller 20) outputs a torque-up request flag while the torque transmission capacity by the engagement-side friction element or the release-side friction element during the reshuffling shift is in a low capacity region smaller than a predetermined value. (FIG. 4).
For this reason, during engine / shift coordination control, even if there is more torque input than expected during shifting, vehicle acceleration can be suppressed by limiting the torque transmitted to the drive wheels 50.

(2) The transmission control means (transmission controller 20) transmits the predetermined value to the torque that does not accelerate the vehicle to the extent that the driver feels strange even if there is a torque increase that is greater than the torque requested during traveling by the changing gear. Decide on a capacitance value.
For this reason, in addition to the effect of (1), during the engine / shift coordination control, while ensuring the output period of the torque up request flag, the driver feels uncomfortable when there is more torque input than expected during the shift. Can be prevented.

(3) The transmission control means (transmission controller 20) monitors the current value supplied to the solenoid valve that controls the engagement-side friction element and the release-side friction element, and the monitor current is greater than the predetermined value. While in the range between the minimum current value (current MIN) and the maximum current value (current MAX), the torque up request flag is output.
For this reason, in addition to the effect of (1) or (2), the period during which the torque-up request flag is output can be determined by a simple configuration that only monitors the current value supplied to the solenoid valve.

(4) The transmission control means (transmission controller 20) includes a plurality of transmission friction elements each having a minimum current value (current MIN) and a maximum current value (current MAX) in the stepped transmission (automatic transmission AT). Set separately for.
For this reason, in addition to the effect of (3), the current minimum value (current MIN) and current maximum value (current MAX) are set separately for each of the multiple shift friction elements, regardless of the shift type and shift speed. An appropriate value can be set.

The vehicle shift control device of the present invention has been described based on the first embodiment. However, the specific configuration is not limited to the first embodiment, and the invention according to each claim of the claims. Design changes and additions are permitted without departing from the gist of the present invention.

In Example 1, the current value supplied to the solenoid valve that controls the engagement-side friction element and the release-side friction element is monitored as the shift control means. An example in which the torque-up request flag is output while the monitor current is in the range between the current MIN and the current MAX where the torque transmission capacity becomes smaller than a predetermined value is shown. However, as the shift control means, the hydraulic pressure value for controlling the engagement side frictional element and the release side frictional element is monitored, and while the monitored hydraulic pressure is below the hydraulic pressure threshold value where the torque transmission capacity is smaller than the predetermined value, a torque increase request is made. An example of outputting a flag may be used.

In the first embodiment, the example in which the current MIN and the current MAX are separately set as the shift control means for each of the plurality of shift friction elements included in the automatic transmission AT is shown. However, the shift control means may be an example in which the monitor current and the monitor hydraulic pressure are set separately according to the shift type, the accelerator opening APO, and the vehicle speed VSP.

In the first embodiment, an example in which the shift control device of the present invention is applied to an engine vehicle equipped with a forward 7-speed automatic transmission AT is shown. However, the speed change control device of the present invention can be applied to a hybrid vehicle as long as the engine is mounted on the drive source, and also as a transmission, a stepped transmission other than the forward seventh speed is used. It may be. In short, the present invention is applicable to any vehicle provided with a stepped transmission having a plurality of gears that are automatically shifted in a driving force transmission system from the engine to the driving wheels.

Claims

In a vehicle including a stepped transmission having a plurality of shift stages that are automatically shifted in a drive force transmission system from an engine to a drive wheel,
A shift control means for outputting a torque-up request flag for permitting engine torque-up to the engine control means when cooperative control with torque-up of the engine is performed at the time of the shifting of the stepped transmission;
The shift control means outputs the torque-up request flag while the torque transmission capacity by the engagement-side friction element or the disengagement-side friction element during the changeover shift is in a low capacity range smaller than a predetermined value. apparatus.
The vehicle shift control device according to claim 1,
The shift control means determines the predetermined value as a torque transmission capacity value at which the vehicle does not accelerate so that the driver feels uncomfortable even if there is a torque increase greater than the torque required during traveling by the shifting shift. Control device.
In the vehicle shift control device according to claim 1 or 2,
The shift control means monitors a current value supplied to a solenoid valve that controls the engagement-side friction element and the release-side friction element, and the monitor current is a minimum current value at which the torque transmission capacity becomes smaller than a predetermined value. A shift control device for a vehicle that outputs a torque-up request flag while within the range of the maximum current value.
In the vehicle shift control device according to claim 3,
The shift control means sets the current minimum value and the current maximum value separately for each of a plurality of shift friction elements included in the stepped transmission.
In a vehicle including a stepped transmission having a plurality of shift stages that are automatically shifted in a drive force transmission system from an engine to a drive wheel,
The transmission controller for controlling the stepped transmission is configured such that when cooperative control with torque increase of the engine is performed at the time of the changeover of the stepped transmission, the engagement side friction element or the release side during the changeover shift is performed. A vehicle speed change control method for outputting a torque-up request flag for permitting an engine torque increase to an engine controller for controlling the engine while a torque transmission capacity by a friction element is in a low capacity range smaller than a predetermined value.