JP3472439B2 - Shift control device for automatic transmission for vehicle - Google Patents
Shift control device for automatic transmission for vehicleInfo
- Publication number
- JP3472439B2 JP3472439B2 JP13720297A JP13720297A JP3472439B2 JP 3472439 B2 JP3472439 B2 JP 3472439B2 JP 13720297 A JP13720297 A JP 13720297A JP 13720297 A JP13720297 A JP 13720297A JP 3472439 B2 JP3472439 B2 JP 3472439B2
- Authority
- JP
- Japan
- Prior art keywords
- hydraulic pressure
- command value
- speed side
- pressure command
- value
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired - Fee Related
Links
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/04—Smoothing ratio shift
- F16H61/06—Smoothing ratio shift by controlling rate of change of fluid pressure
- F16H61/061—Smoothing ratio shift by controlling rate of change of fluid pressure using electric control means
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H2061/0075—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by a particular control method
- F16H2061/0087—Adaptive control, e.g. the control parameters adapted by learning
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/04—Smoothing ratio shift
- F16H61/08—Timing control
Landscapes
- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Physics & Mathematics (AREA)
- Fluid Mechanics (AREA)
- Mechanical Engineering (AREA)
- Control Of Transmission Device (AREA)
Description
【０００１】[0001]
【発明の属する技術分野】本発明は、車両用自動変速機
の変速制御装置に係り、特に、アップシフト開始時に、
油圧で駆動して高速側変速段を確立させる高速側摩擦係
合要素に圧油を供給して係合を開始させ、圧油の先行注
入時間経過後に、油圧で駆動して低速側変速段を確立さ
せる低速側摩擦係合要素に供給されている圧油を排除し
て係合を解除させ、その後のイナーシャ相にて、当該自
動変速機の入力軸の回転速度の変化率が予め設定した目
標変化率に追従するように前記高速側摩擦係合要素に供
給される油圧をフィードバック制御して、アップシフト
を制御するようにした車両用自動変速機の変速制御装置
に関する。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a shift control device for an automatic transmission for a vehicle, and more particularly, at the start of upshifting,
Drives with hydraulic pressure to establish the high-speed side shift stage Pressure oil is supplied to the high-speed side frictional engagement element to start engagement, and after the pre-injection time of the pressure oil has elapsed, hydraulically driven to set the low-speed side shift stage. the pressure oil supplied to the low speed side frictional engagement element to be established with exclusion is disengaged, at the subsequent inertia phase, the self
The up-shift is controlled by feedback-controlling the hydraulic pressure supplied to the high-speed side friction engagement element so that the rate of change of the rotational speed of the input shaft of the dynamic transmission follows a preset target rate of change. The present invention relates to a shift control device for an automatic transmission for a vehicle.
【０００２】[0002]
【従来の技術】この種の変速制御装置においては、アッ
プシフト開始時からイナーシャ相に至る間にパターン制
御されるようになっているため、経時変化により高速側
摩擦係合要素の無効ストロークが大きくなったり、初期
油圧指令値に対する初期油圧値が設定値より低下した場
合には、図８（高速側摩擦係合要素の無効ストロークが
大きくなった場合を破線で示した特性）及び図９（初期
油圧指令値に対する初期油圧値が設定値より低下した場
合を破線で示した特性図）にそれぞれ示したように、
「回転吹き上がり」が生じて、変速フィーリングを悪化
させるという問題がある。BACKGROUND ART In the shift control apparatus of this type, because that is way the pattern control while reaching the inertia phase from the start of upshifting, invalid stroke of the high-speed side frictional engagement element due to aging When it becomes large or when the initial hydraulic pressure value with respect to the initial hydraulic pressure command value becomes lower than the set value, FIG. 8 (characteristics shown by broken lines when the invalid stroke of the high speed side friction engagement element becomes large) and FIG. When the initial hydraulic pressure value with respect to the initial hydraulic pressure command value is lower than the set value, as shown in the characteristic diagrams indicated by broken lines, respectively,
There is a problem that "rotational blow-up" occurs and the shift feeling is deteriorated.
【０００３】かかる問題を解決するために、従来技術
（特開平５−２９６３３３）では、図１０に示したよう
に、基準時点（圧油の先行注入時間経過時）からイナー
シャ相に至る実測時間ｔｓｒと所定標準時間ｔｓとの偏
差を求め、求めた偏差に応じて次回のシフトアップ時の
高速側摩擦係合要素への圧油供給速度を補正する。例え
ば、実測時間ｔｓｒが所定標準時間ｔｓより長い場合に
は、次回のシフトアップ時の高速側摩擦係合要素への圧
油供給速度を上げるように初期油圧指令値を変更するこ
とで対応している。In order to solve such a problem, in the prior art (Japanese Patent Laid-Open No. 5-296333), as shown in FIG. 10, the actual measurement time tsr from the reference time point (when the preceding injection time of pressure oil has elapsed) to the inertia phase is reached. And a predetermined standard time ts are obtained, and the pressure oil supply speed to the high speed side friction engagement element at the time of the next shift up is corrected according to the obtained deviation . For example , when the measured time tsr is longer than the predetermined standard time ts, the pressure applied to the high speed side frictional engagement element at the time of the next shift up.
This is handled by changing the initial hydraulic pressure command value so as to increase the oil supply speed.
【０００４】[0004]
【発明が解決しようとする課題】ところで、上記した従
来技術（特開平５−２９６３３３）では、上記した偏差
の原因を全て初期油圧指令値と初期油圧値の関係のずれ
に求めているため、高速側摩擦係合要素での無効ストロ
ークが大きくなったために基準時点からイナーシャ相に
至る実測時間が長くなった場合には、初期油圧値が過度
に高められて、図１１に示したように、出力軸トルクの
変化が破線で示した目標変速パターン時に比して急激と
なり、かえって変速フィーリングを悪化させることがあ
る。By the way, in the above-mentioned prior art (Japanese Patent Laid-Open No. 5-296333), all of the causes of the above-mentioned deviation are obtained from the deviation of the relationship between the initial hydraulic pressure command value and the initial hydraulic pressure value. When the actual measurement time from the reference time point to the inertia phase becomes long because the invalid stroke in the side frictional engagement element becomes large, the initial hydraulic pressure value is excessively increased, and as shown in FIG. The change in the shaft torque becomes sharper than in the target shift pattern shown by the broken line, which may rather deteriorate the shift feeling.
【０００５】[0005]
【課題を解決するための手段】本発明は、上記した各問
題に対処するため、自動変速機のアップシフト開始時に
低速側摩擦係合要素に供給される油圧を制御する低速側
油圧指令値を最大油圧指令値に保持した状態にて高速側
摩擦係合要素に供給される油圧を制御する高速側油圧指
令値を最大油圧指令値に変更した後に圧油の所定の先行
注入時間が経過したとき前記高速側油圧指令値を所定の
初期油圧指令値に変更し、その後のイナーシャ相にて前
記自動変速装機の入力軸の回転速度の変化率が予め設定
した目標変化率になるように前記高速側摩擦係合要素に
供給される油圧をフィードバック制御するようにした変
速制御装置において、前記圧油の先行注入時間の経過後
から前記イナーシャ相に至るトルク相にて生じた回転吹
き上がりの発生継続時間を記憶する記憶手段と、該記憶
手段に記憶された前記トルク相における回転吹き上がり
の発生継続時間に応じて求めた補正値を前記先行注入時
間に加算して次回のアップシフト開始時に前記高速側摩
擦係合要素に供給される圧油の先行注入時間とする学習
制御手段を備えたことを特徴とする車両用自動変速機の
変速制御装置を提供するものである。The present invention SUMMARY OF], in order to address each of the above-described problems at the beginning of the upshift the automatic transmission
Low speed side Low speed side that controls the hydraulic pressure supplied to the friction engagement element
High speed side with the hydraulic pressure command value held at the maximum hydraulic pressure command value
High-speed hydraulic finger for controlling the hydraulic pressure supplied to the friction engagement element
After changing the command value to the maximum oil pressure command value, the specified advance of pressure oil
When the injection time has elapsed, the high speed side hydraulic pressure command value is set to a predetermined value.
Change the initial oil pressure command value, before similar subsequent inertia phase
Variable whose serial automatic transmission instrumentation rotation speed of the rate of change of the input shaft of the hydraulic pressure supplied to the high speed side frictional engagement element so that the target change rate set in advance so as to feedback control
In the speed control device , a storage means for storing the occurrence duration of the rotation uplift generated in the torque phase from the passage of the preceding injection time of the pressure oil to the inertia phase;
Rotating up in the torque phase stored in the means
Adds the correction value determined in accordance with the generation duration time in the prior injection time the high-speed side friction at the next time the start of the upshift
An automatic transmission for a vehicle, comprising: learning control means for setting a pre-injection time of pressure oil supplied to the friction engagement element.
A shift control device is provided .
【０００６】本発明の一実施形態においては、自動変速
機のアップシフト開始時に低速側摩擦係合要素に供給さ
れる油圧を制御する低速側油圧指令値を最大油圧指令値
に保持した状態にて高速側摩擦係合要素に供給される油
圧を制御する高速側油圧指令値を最大油圧指令値に変更
した後に圧油の所定の先行注入時間が経過したとき前記
高速側油圧指令値を所定の初期油圧指令値に変更し、そ
の後のイナーシャ相にて前記自動変速装機の入力軸の回
転速度の変化率が予め設定した目標変化率になるように
前記高速側摩擦係合要素に供給される油圧をフィードバ
ック制御して、アップシフトを制御するようにした変速
制御装置において、前記圧油の先行注入時間の経過後か
ら前記イナーシャ相に至るトルク相にて生じた回転吹き
上がりの発生継続時間を記憶する記憶手段と、前記イナ
ーシャ相初期での前記入力軸の回転速度の変化に基づい
て前記初期油圧指令値の適正値からのずれ量を求めて、
このずれ量を加算して得られた初期油圧指令値を次回の
アップシフト時の前記初期油圧指令値とする学習制御手
段と、前記ずれ量の絶対値が設定値未満であるとき、前
記記憶手段に記憶された前記トルク相における回転吹き
上がりの発生継続時間に応じて求めた補正値を前記所定
の先行注入時間に加算して次回のアップシフト開始時に
前記高速側摩擦係合要素に供給される圧油の先行注入時
間とする学習制御手段を備えたことを特徴とする車両用
自動変速機の変速制御装置が提供される。 In one embodiment of the present invention , automatic shifting
When the upshift of the machine is started, it is supplied to the low speed side friction engagement element.
The low speed side hydraulic pressure command value that controls the hydraulic pressure
Oil supplied to the high speed side frictional engagement element while being held at
Change the high-speed hydraulic pressure command value that controls pressure to the maximum hydraulic pressure command value
When the predetermined preceding injection time of pressure oil has elapsed after
High speed side hydraulic pressure command value is changed to a predetermined initial oil pressure command value, then the inertia phase Similar the automatic transmission instrumentation transmission input shaft the high-speed side to be the target change rate change rate of the rotational speed preset for the A gear shift that controls the upshift by feedback controlling the hydraulic pressure supplied to the friction engagement element.
In the control device , whether after the preceding injection time of the pressure oil has elapsed
From the torque phase from the above to the inertia phase
Storage means for storing the rising duration, and based on a change in the rotation speed of the input shaft in the initial phase of the inertia phase.
Seeking a deviation amount from a proper value before Symbol initial hydraulic pressure command value each,
Learning control hand to the initial hydraulic pressure command value obtained by adding the amount of deviation between the initial oil pressure command value at the time of next upshifting
When stage and the absolute value of the deviation amount is less than the set value, before
The correction value obtained in accordance with the duration of occurrence of rotational upstroke in the torque phase stored in the storage means is the predetermined value.
Preceding injection time is added to the next time the start of the upshift
For a vehicle characterized by comprising learning control means for setting a preceding injection time of the pressure oil supplied to the high speed side friction engagement element
A shift control device for an automatic transmission is provided.
【０００７】本発明の他の実施形態においては、前記ず
れ量の絶対値が設定値以上であって負であるとき、前記
記憶手段に記憶された前記トルク相における回転吹き上
がりの発生継続時間に応じて求めた補正値と前記ずれ量
に応じて求めた補正値を前記所定の先行注入時間に加算
して次回のアップシフト時に前記高速側摩擦係合要素に
供給される圧油の先行注入時間とする学習制御手段を備
えたことを特徴とする車両用自動変速機の変速制御装置
が提供される。[0007] In another embodiment of the present invention, when the absolute value of the previous SL deviation amount is negative and equal to or more than a set value, the
The correction value obtained according to the correction value and the deviation amount calculated in response to the occurrence duration of rotation racing in the stored the torque phase in the storage means and added to the predetermined preceding injection time next time up When shifting , the high-speed side frictional engagement element
Equipped with learning control means that sets the advance injection time of the pressure oil supplied
A shift control device for an automatic transmission for a vehicle characterized by the above
Will be provided .
【０００８】[0008]
【発明の作用・効果】上述した本発明の変速制御装置に
おいては、経時変化により高速側摩擦係合要素の無効ス
トロークが大きくなったり、初期油圧指令値に対する初
期油圧値が設定値より低下して、圧油の先行注入時間経
過後からイナーシャ相に至るトルク相にて「回転吹き上
がり」が生じると、回転吹き上がりを生じさせた圧油の
先行注入時間に、回転吹き上がりの発生継続時間に応じ
た補正値を加算して得られた圧油の先行注入時間を次回
のアップシフト時の圧油の先行注入時間とする学習制御
が行われるため、次回のアップシフト時の圧油の先行注
入時間が先回のアップシフト時の圧油の先行注入時間よ
り補正量だけ長くなり、低速側摩擦係合要素の係合が解
除されるタイミングが遅れて「回転吹き上がり」の発生
が抑制され、これによって次回のアップシフト時の変速
フィーリングを向上させることが可能となる。In the above-described speed change control device of the present invention, the invalid stroke of the high speed side friction engagement element increases due to a change with time, and the initial hydraulic pressure value with respect to the initial hydraulic pressure command value is increased. drops below the set value, when at the torque phase lead to inertia phase after elapse of the pressure oil prior injection time of "rotation racing" occurs, <br/> preceding injection time of giving rise to a rotation racing pressure oil In addition, the learning control is performed in which the advance injection time of the pressure oil obtained by adding the correction value according to the duration of occurrence of the rotation up is the advance injection time of the pressure oil at the next upshift, so The pre-injection time of the pressure oil at the time of the upshift is longer than the pre-injection time of the pressure oil at the time of the previous upshift by the correction amount, and the timing at which the low speed side friction engagement element is disengaged is delayed. It suppresses the occurrence of "rotating up" , The thereby possible to improve the shift feeling for the next upshift.
【０００９】また、上述した本発明の一実施形態におい
ては、イナーシャ相でのフィードバック制御の影響を殆
ど受けていないイナーシャ相初期での入力軸の回転速度
の変化に基づいた評価指標、例えば図６に示したように
高速側摩擦係合要素の無効ストローク（クラッチピスト
ンクリアランスの基準値からのずれ）の変化の影響を殆
ど受けることなく、初期油圧指令値Ｃｉの適正値からの
ずれ量ΔＣｉと所定の関係にある入力軸の回転加速度の
最大制御偏差ｅｍａｘを評価指標としてずれ量ΔＣｉを
求めて、このずれ量を補正して得られた初期油圧指令値
を次回のアップシフト時の前記初期油圧指令値とする学
習制御が行われるとともに、前記ずれ量の絶対値が設定
値未満で小さいときには、先行注入時間経過後からイナ
ーシャ相に至るトルク相にて生じた回転吹き上がりの発
生継続時間に応じた補正値を先回の先行注入時間に加算
して得られた先行注入時間を次回のアップシフト時の先
行注入時間とする学習制御が行われるようにして、先行
注入時間の補正が初期油圧指令値の補正に対して補助的
に行われるようにしたため、イナーシャ相でのフィード
バック制御の影響や高速側摩擦係合要素の無効ストロー
クの変化の影響を殆ど受けることなく初期油圧指令値を
補正することができるとともに、先行注入時間を長くす
ることを最小として「回転吹き上がり」の発生を抑制す
ることができ、これによって次回のアップシフト時の変
速フィーリングを的確に向上させることが可能となる。Further, in the above-described embodiment of the present invention, the evaluation based on the change in the rotational speed of the input shaft in the initial phase of the inertia phase, which is hardly affected by the feedback control in the inertia phase. As shown in FIG. 6, for example, as shown in FIG. 6, the initial hydraulic pressure command value Ci is not affected by the change in the invalid stroke (deviation from the reference value of the clutch piston clearance) of the high speed side frictional engagement element. The maximum control deviation emax of the rotational acceleration of the input shaft, which has a predetermined relationship with the deviation amount ΔCi, is used as an evaluation index to obtain the deviation amount ΔCi, and the initial hydraulic pressure command value obtained by correcting the deviation amount is used for the next upshift. When the absolute value of the deviation amount is less than the set value and learning control is performed with the initial hydraulic pressure command value of 1), the inertia phase is reached after the preceding injection time has elapsed. Learning control that uses the pre-injection time obtained by adding the correction value according to the duration of rotation upstroke that occurred in the Luc phase to the previous pre-injection time as the pre-injection time at the next upshift Since the correction of the pre-injection time is performed as a supplement to the correction of the initial hydraulic pressure command value, the influence of feedback control in the inertia phase and the change of the invalid stroke of the high speed side friction engagement element are performed. It is possible to correct the initial hydraulic pressure command value with almost no effect of, and to suppress the occurrence of "rotational blow-up" by minimizing the lengthening of the preceding injection time. it is possible to accurately improve the shift feeling of.
【００１０】また、上述した本発明の他の実施形態にお
いては、前記ずれ量の絶対値が設定値以上で大きくかつ
前記ずれ量が負である場合に、前記トルク相にて生じた
回転吹き上がりの発生継続時間に応じた補正値と前記ず
れ量に応じた補正値を前記先行注入時間に加算して得ら
れた先行注入時間を次回のアップシフト時の前記先行注
入時間とする学習制御が行われるため、エンジンの回転
が安定するまでのエンジン始動初期の挙動（油温の変化
や大きなトルク変動等により、前記ずれ量が負である場
合にも「回転吹き上がり」が発生する）に対しても「回
転吹き上がり」の発生を的確に抑制することができ、こ
れによって次回のアップシフト時の変速フィーリングを
最適に向上させることが可能となる。Further, when In its Contact <br/> to another embodiment of the present invention described above, a pre-Symbol shift amount of the absolute value is large and the deviation amount is negative with more than the set value, the torque phase The pre-injection time obtained by adding the correction value corresponding to the occurrence duration of the rotation uplift generated in step 1 and the correction value corresponding to the deviation amount to the pre-injection time is the pre-injection at the next upshift. because the learning control is performed to time, the rotation engine starting initial behavior (oil temperature change and large torque fluctuations to be stabilized or the like of engine, also "rotates blow when the deviation amount is negative against up "occurs) it is possible to suppress adequately the occurrence of" rotation racing ", and thereby can be optimally improved shift feeling for the next upshift.
【００１１】[0011]
【発明の実施の形態】以下に、本発明の一実施形態を図
面に基づいて説明する。図１に示した車両用自動変速機
は、エンジン（Ｅ／Ｇ）１０の出力軸（図示省略）に接
続されるトルクコンバータ２０及び歯車変速装置（Ａ／
Ｔ）３０（図２参照）と、図２にスケルトンで示した歯
車変速装置３０に組み込んだ油圧駆動式の第１クラッチ
Ｃ１と第２クラッチＣ２及び油圧駆動式の第１ブレーキ
Ｂ１と第２ブレーキＢｏとリバース用ブレーキＢ２の各
作動を制御する周知の油圧制御装置４０と、この油圧制
御装置４０内の図示省略した複数の電磁弁（油圧指令値
に基づいてデューティ制御される周知の油圧制御弁）の
作動を制御する電子制御装置（ＥＣＵ）５０等によって
構成されている。BEST MODE FOR CARRYING OUT THE INVENTION An embodiment of the present invention will be described below with reference to the drawings. The vehicle automatic transmission shown in FIG. 1 includes a torque converter 20 connected to an output shaft (not shown) of an engine (E / G) 10 and a gear transmission (A /
T) 30 (see FIG. 2), hydraulically driven first clutch C1 and second clutch C2, and hydraulically driven first brake B1 and second brake incorporated in the gear transmission 30 shown by the skeleton in FIG. A well-known hydraulic control device 40 for controlling the respective operations of the Bo and the reverse brake B2, and a plurality of solenoid valves (not shown) (not shown) known in the hydraulic control device 40, which are well-known hydraulic control valves whose duty is controlled based on a hydraulic command value. ) Is configured by an electronic control unit (ECU) 50 and the like.
【００１２】歯車変速装置３０は、図２に示したよう
に、エンジン１０からトルクコンバータ２０を介して伝
達される動力を入力軸３１にて入力して出力軸３２に出
力するものであり、サンギヤ３３、キャリヤ３４及びリ
ングギヤ３５からなる遊星歯車列と、サンギヤ３６、キ
ャリヤ３７及びリングギヤ３８からなる遊星歯車列を有
していて、図３の作動表示図（クラッチ及びブレーキの
作動状態にて○印は作動オン状態を示し無印は作動オフ
状態を示している）に示したように、第１クラッチＣ１
と第１ブレーキＢ１が共に作動オン状態とされることに
より１速の変速段が構成され、第２クラッチＣ２と第１
ブレーキＢ１が共に作動オン状態とされることにより２
速の変速段が構成され、第１クラッチＣ１と第２クラッ
チＣ２が共に作動オン状態とされることにより３速の変
速段が構成され、第２クラッチＣ２と第２ブレーキＢｏ
が共に作動オン状態とされることにより４速の変速段が
構成されるとともに、第１クラッチＣ１とリバース用ブ
レーキＢ２が共に作動オン状態とされることによりリバ
ースの変速段が構成されようになっている。As shown in FIG. 2, the gear transmission 30 receives the power transmitted from the engine 10 via the torque converter 20 at the input shaft 31 and outputs it to the output shaft 32. 33, a carrier 34 and a ring gear 35, and a planetary gear train including a sun gear 36, a carrier 37, and a ring gear 38, and an operation display diagram of FIG. Indicates an operation-on state, and no mark indicates an operation-off state).
Both the first brake B1 and the first brake B1 are turned on to form a first speed gear, and the second clutch C2 and the first brake B1 are connected to each other.
By turning on both brakes B1 2
A third speed gear stage is configured by configuring a first gear position C1 and a second clutch C2 both in an operation-on state, and configuring a second gear position C2 and a second brake Bo.
Both are in the operation-on state to configure the fourth gear, and the first clutch C1 and the reverse brake B2 are both in the operation-on states to configure the reverse gear. ing.
【００１３】電子制御装置５０は、マイクロコンピュー
タを備えていて、エンジン１０の出力軸の回転数Ｎｅを
検出するエンジン回転数センサー（Ｎｅセンサー）５
１、歯車変速装置３０の入力軸３１の回転数（トルクコ
ンバータ２０のタービン２１の回転数に相当する）Ｎｔ
を検出する入力軸回転数センサー（Ｎｔセンサー）５
２、歯車変速機３０の出力軸３２の回転数（当該車両の
車速に相当する）Ｎｏを検出する出力軸回転数センサー
（Ｎｏセンサー）５３、エンジン１０のスロットル開度
（エンジン負荷に相当する）θを検出するスロットル開
度センサー（θセンサー）５４にそれぞれ接続されてお
り、図４のフローチャートに対応したプログラムの実行
により、アップシフト時の変速制御を行うとともに、図
５のフローチャートに対応したプログラムの実行によ
り、次回のアップシフト時の初期油圧指令値の学習制御
を行うようになっている。The electronic control unit 50 has a microcomputer, and an engine speed sensor (Ne sensor) 5 for detecting the speed Ne of the output shaft of the engine 10.
1. Rotational speed of input shaft 31 of gear transmission 30 (corresponding to rotational speed of turbine 21 of torque converter 20) Nt
Input shaft rotation speed sensor (Nt sensor) 5
2. Output shaft rotation speed sensor (No sensor) 53 for detecting the rotation speed of the output shaft 32 of the gear transmission 30 (corresponding to the vehicle speed of the vehicle) No. Throttle opening of the engine 10 (corresponding to engine load) A throttle opening sensor (θ sensor) 54 for detecting θ is connected to each of them. By executing a program corresponding to the flowchart of FIG. 4, a shift control at the time of upshift is performed, and a program corresponding to the flowchart of FIG. By executing the above, learning control of the initial hydraulic pressure command value at the next upshift is performed.
【００１４】次ぎに、電子制御装置５０により実行され
るアップシフト時の作動について、１速段から２速段に
シフトアップする場合を例として、図４〜図７を参照し
て説明する。当該自動変速機（製造後あるいはバッテリ
ーへの接続後の初回のシフトアップ時に「回転吹き上が
り」が必ず起こるような設定がなされている）におい
て、１速段から２速段にシフトアップするタイミングと
なり、周知のように変速開始指令信号が出力されると
（図７の変速開始時）、電子制御装置５０は図４のステ
ップ１００にてプログラムの実行を開始し、ステップ１
０１にて低速側摩擦係合要素である第１クラッチＣ１へ
の供給油圧を保持した状態にて高速側摩擦係合要素であ
る第２クラッチＣ２への供給油圧を最大速度で上昇させ
るべく、低速側油圧指令値（図７における油圧指令値の
細い実線参照）を最大油圧指令値に保持した状態で高速
側油圧指令値（図７における油圧指令値の太い実線参
照）を最小油圧指令値から最大油圧指令値に変更し、ス
テップ１０２にてタイマーをスタートさせ、ステップ１
０３にてタイマーの計測時間ｔが所定の先行注入時間ｔ
ｉ（図７の所定時間経過時）に達したか否かを判定す
る。Next, the operation at the time of upshifting executed by the electronic control unit 50 will be described with reference to FIGS. 4 to 7 by taking the case of upshifting from the first gear to the second gear as an example. It is the timing to shift up from the 1st gear to the 2nd gear in the automatic transmission (the setting is made so that "rotational blowup" will always occur at the first shift up after manufacturing or after connecting to the battery). As is well known, when a gear shift start command signal is output (at the time of gear shift start in FIG. 7), the electronic control unit 50 starts executing the program in step 100 in FIG.
In order to increase the hydraulic pressure supplied to the second clutch C2, which is the high-speed side frictional engagement element, at the maximum speed while maintaining the hydraulic pressure supplied to the first clutch C1, which is the low-speed side frictional engagement element, at 01. The high-speed side hydraulic pressure command value (see the thick solid line of the hydraulic pressure command value in FIG. 7) is maximized from the minimum hydraulic pressure command value while the side hydraulic pressure command value (see the thin solid line of the hydraulic pressure command value in FIG. 7) is held at the maximum hydraulic pressure command value. Change to the hydraulic pressure command value, start the timer in step 102, and
In 03, the measured time t of the timer is the predetermined preceding injection time t
It is determined whether i (when the predetermined time in FIG. 7 has elapsed) has been reached.
【００１５】また、図４のステップ１０４にて高速側油
圧指令値を最大油圧指令値から初期油圧指令値Ｃｉに変
更するとともに低速側油圧指令値を最大油圧指令値から
最小油圧指令値に変更し、ステップ１０５の繰り返し実
行により出力軸回転速度（或いは１速段にてトルク伝達
している歯車変速装置３０のギヤの回転速度でも可能）
との比較によって入力軸回転速度が１速同期回転速度よ
り大きくなった最大値と大きくなっている間の時間、す
なわち「回転吹き上がり」の最大量と発生継続時間を記
憶し、ステップ１０６にて出力軸回転速度との比較によ
って入力軸回転速度が１速同期回転速度より所定量低い
値になったか否かによって１速段の同期外れ（イナーシ
ャ相開始）を判定する。なお、所定の先行注入時間ｔｉ
に達するより所定時間（例えば、０．０３〜０．０５秒
間）早く高速側油圧指令値の最大油圧指令値から初期油
圧指令値Ｃｉへの変更を開始して、所定の油圧下降勾配
にて初期油圧指令値Ｃｉへの変更を行うようにし、所定
の先行注入時間ｔｉに達した時に的確に初期油圧指令値
Ｃｉとなるように変更実施することも可能である。Further, in step 104 of FIG. 4, the high speed side hydraulic pressure command value is changed from the maximum hydraulic pressure command value to the initial hydraulic pressure command value Ci and the low speed side hydraulic pressure command value is changed from the maximum hydraulic pressure command value to the minimum hydraulic pressure command value. , The output shaft rotation speed by repeating the execution of step 105 (or the rotation speed of the gear of the gear transmission 30 that transmits torque at the first speed)
By comparison with the above, the time during which the input shaft rotation speed is greater than the maximum synchronous rotation speed and the maximum value, that is, the maximum amount of "rotation blow-up" and the occurrence continuation time are stored, and in step 106. By comparison with the output shaft rotation speed, whether the input shaft rotation speed is lower than the first speed synchronous rotation speed by a predetermined amount or not is determined to be out of synchronization of the first speed stage (inertia phase start). Note that the predetermined preceding injection time ti
A predetermined time (for example, 0.03 to 0.05 seconds) is started before the maximum hydraulic pressure command value is reached, and the change from the maximum hydraulic pressure command value to the initial hydraulic pressure command value Ci is started, and the initial hydraulic pressure gradient is initially set. It is also possible to change the hydraulic pressure command value Ci so that the initial hydraulic pressure command value Ci is accurately reached when the predetermined preceding injection time ti is reached.
【００１６】また、図４のステップ１０７にて入力軸の
回転速度の変化率（回転加速度）が予め設定した目標変
化率に追従するように高速側油圧指令値を制御する周知
のフィードバック制御が実行され、ステップ１０８の繰
り返し実行によりイナーシャ相初期（イナーシャ相開始
時からイナーシャ相開始時の入力軸回転速度が所定回転
速度（例えば、入力軸の回転数にして数百回転）低下す
る時までの間）での入力軸の回転加速度の最大制御偏差
ｅｍａｘを記憶し、ステップ１０９にて出力軸回転速度
との比較によって入力軸回転速度が２速同期回転速度よ
り所定値高い値になったか否かによって２速段への同期
（イナーシャ相終了）を判定する。また、ステップ１１
０にて低速側油圧指令値を最小油圧指令値に保持した状
態で高速側油圧指令値を最大油圧指令値に変更する。な
お、高速側油圧指令値の最大油圧指令値への変更を所定
の油圧上昇勾配にて行うようにして変更実施することも
可能である。Further, in step 107 of FIG. 4, well-known feedback control for controlling the high speed side hydraulic pressure command value is executed so that the change rate (rotational acceleration) of the rotational speed of the input shaft follows a preset target change rate. During the initial phase of the inertia phase (from the start of the inertia phase to the time when the input shaft rotation speed at the start of the inertia phase decreases by a predetermined rotation speed (for example, several hundreds of rotations of the input shaft) by repeated execution of step 108. ), The maximum control deviation emax of the rotational acceleration of the input shaft is stored, and it is determined in step 109 whether the input shaft rotational speed is higher than the second synchronous rotational speed by a predetermined value by comparison with the output shaft rotational speed. Judge synchronization (end of inertia phase) to the second gear. Also, step 11
At 0, the high speed side hydraulic pressure command value is changed to the maximum hydraulic pressure command value while the low speed side hydraulic pressure command value is held at the minimum hydraulic pressure command value. It should be noted that it is also possible to change the high speed side hydraulic pressure command value to the maximum hydraulic pressure command value by performing the change at a predetermined hydraulic pressure increase gradient.
【００１７】以上の説明から明らかなように、１速段か
ら２速段へのアップシフト開始時には、作動オン状態の
第１ブレーキＢ１と協同して２速段を確立させる第２ク
ラッチＣ２に最大油圧が供給されて第２クラッチＣ２で
の係合が開始し、所定の先行注入時間ｔｉ経過後に、作
動オン状態の第１ブレーキＢ１と協同して１速段を確立
させる第１クラッチＣ１に供給されている油圧が排除さ
れて第１クラッチＣ１での係合が解除され、その後のイ
ナーシャ相にて、入力軸の回転速度の変化率が予め設定
した目標変化率に追従するように第２クラッチＣ２に供
給される油圧がフィードバック制御されて、１速段から
２速段へのアップシフトが制御される。As is clear from the above description, at the start of upshifting from the 1st gear to the 2nd gear, the second clutch C2, which establishes the 2nd gear in cooperation with the first brake B1 in the ON state, is the maximum. After the hydraulic pressure is supplied, the engagement of the second clutch C2 is started, and after a predetermined preceding injection time ti has elapsed, the hydraulic pressure is supplied to the first clutch C1 that establishes the first speed in cooperation with the first brake B1 in the operation-on state. The applied hydraulic pressure is removed, the engagement of the first clutch C1 is released, and in the subsequent inertia phase, the second clutch is changed so that the rate of change of the rotational speed of the input shaft follows a preset target rate of change. The hydraulic pressure supplied to C2 is feedback-controlled to control the upshift from the first gear to the second gear.
【００１８】ところで、図４のステップ１１０の実行後
に実行される図５のステップ１１１では、図４のステッ
プ１０５の繰り返し実行によって得られた記憶結果（電
子制御装置５０の記憶手段に記憶されている）に基づい
て、「回転吹き上がり」を起こしたか否かが判定され、
「ＹＥＳ」と判定された場合にはステップ１１２と１１
３を実行した後、ステップ１１４が実行される。なお、
ステップ１１１にて「ＮＯ」と判定された場合には直ち
にステップ１１８にてプログラムの実行を終了する。By the way, in step 111 of FIG. 5 which is executed after execution of step 110 of FIG. 4, the storage result obtained by the repeated execution of step 105 of FIG. 4 (stored in the storage means of the electronic control unit 50). ), It is determined whether or not "rotational blowing" has occurred,
If the determination is “YES”, steps 112 and 11
After executing step 3, step 114 is executed. In addition,
If "NO" is determined in step 111, execution of the program is immediately ended in step 118.
【００１９】図５のステップ１１２では、図６に示した
関係（電子制御装置５０の記憶手段に予め記憶されてい
る）を用いて図４のステップ１０８の繰り返し実行にて
得られた最大制御偏差ｅｍａｘより初期油圧指令値Ｃｉ
の適正値からのずれ量ΔＣｉが算出され、またステップ
１１３では、次回のアップシフト時に用いる初期油圧指
令値Ｃｉ（ｎ＋１）をステップ１０４にて用いた初期油
圧指令値Ｃｉ（ｎ）にずれ量ΔＣｉを加えることにより
算出し記憶する。In step 112 of FIG. 5, the maximum control deviation obtained by repeatedly executing step 108 of FIG. 4 using the relationship shown in FIG. 6 (stored in the storage means of the electronic control unit 50 in advance). Initial hydraulic pressure command value Ci from emax
From the appropriate value of ΔCi is calculated, and in step 113, the initial hydraulic pressure command value Ci (n + 1) used in the next upshift is shifted to the initial hydraulic pressure command value Ci (n) used in step 104. Is calculated and stored.
【００２０】また、図５のステップ１１４では上記ずれ
量ΔＣｉの絶対値が設定値以上か否かが判定され、「Ｎ
Ｏ」と判定された場合にはステップ１１５を実行した
後、ステップ１１８にてプログラムの実行を終了する。
ステップ１１５では、図４のステップ１０５の繰り返し
実行によって得られた記憶結果（電子制御装置５０の記
憶手段に記憶されている）の発生継続時間ｔｏを用い
て、次回のアップシフト時に用いる先行注入時間ｔｉ
（ｎ＋１）をステップ１０３にて用いた先行注入時間ｔ
ｉ（ｎ）に補正値ａ×ｔｏを加えることにより算出し記
憶する。Further, in step 114 of FIG. 5, it is judged whether or not the absolute value of the deviation amount ΔCi is equal to or more than a set value, and "N
If it is determined to be “O”, step 115 is executed, and then the program execution is ended in step 118.
In step 115, using the generation duration time to of the storage result (stored in the storage means of the electronic control unit 50) obtained by repeatedly executing step 105 of FIG. ti
Prior injection time t using (n + 1) in step 103
It is calculated by adding the correction value a × to to i (n) and stored.
【００２１】また、ステップ１１４にて「ＹＥＳ」と判
定された場合には、ステップ１１６が実行されて上記ず
れ量ΔＣｉが負か否かが判定され、「ＹＥＳ」と判定さ
れた場合にはステップ１１７を実行した後、ステップ１
１８にてプログラムの実行を終了し、「ＮＯ」と判定さ
れた場合には直ちにステップ１１８にてプログラムの実
行を終了する。ステップ１１７では、回転吹き上がりを
悪化させないように先行注入時間ｔｉを補正する演算、
すなわち図４のステップ１０５の繰り返し実行によって
得られた記憶結果（電子制御装置５０の記憶手段に記憶
されている）の発生継続時間ｔｏとステップ１１２にて
得られた上記ずれ量ΔＣｉを用いて、次回のアップシフ
ト時に用いる先行注入時間ｔｉ（ｎ＋１）をステップ１
０３にて用いた先行注入時間ｔｉ（ｎ）に補正値ａ×ｔ
ｏと補正値ｂ×ΔＣｉを加えることにより算出し記憶す
る。If it is determined to be "YES" in step 114, step 116 is executed to determine whether or not the deviation amount ΔCi is negative, and if "YES" is determined, the step is performed. After performing 117, step 1
The execution of the program is ended at 18, and when it is determined to be "NO", the execution of the program is immediately ended at step 118. In step 117, a calculation for correcting the pre-injection time ti so as not to worsen the rotation uplift,
That is, by using the generation continuation time to of the storage result (stored in the storage means of the electronic control unit 50) obtained by the repeated execution of step 105 of FIG. 4 and the deviation amount ΔCi obtained in step 112, The preceding injection time ti (n + 1) used at the next upshift is set to step 1
The correction value a × t is added to the preceding injection time ti (n) used in 03.
It is calculated and stored by adding o and the correction value b × ΔCi.
【００２２】このように、本実施形態においては、イナ
ーシャ相でのフィードバック制御の影響を殆ど受けてい
ないイナーシャ相初期での入力軸の回転速度の変化に基
づいた評価指標、すなわち図６に示したように高速側摩
擦係合要素である第２クラッチＣ２におけるクラッチピ
ストンの無効ストローク（クラッチピストンクリアラン
スの基準値からのずれ）の変化の影響を殆ど受けること
なく、初期油圧指令値Ｃｉの適正値からのずれ量ΔＣｉ
と所定の関係にある最大制御偏差ｅｍａｘ自体を評価指
標としてずれ量ΔＣｉを求めているため、イナーシャ相
でのフィードバック制御の影響や高速側摩擦係合要素で
ある第２クラッチＣ２におけるクラッチピストンの無効
ストロークの変化の影響を殆ど受けることなく初期油圧
指令値Ｃｉを補正することができるとともに、トルク相
にて生じた回転吹き上がりの発生継続時間ｔｏに応じて
先行注入時間ｔｉを補正することができる。As described above, in this embodiment, the evaluation index based on the change in the rotational speed of the input shaft in the initial phase of the inertia phase, which is hardly affected by the feedback control in the inertia phase, is shown in FIG. As described above, from the appropriate value of the initial hydraulic pressure command value Ci, there is almost no influence of the change in the invalid stroke of the clutch piston (deviation from the reference value of the clutch piston clearance) in the second clutch C2 that is the high speed side friction engagement element. Deviation amount ΔCi
Since the deviation amount ΔCi is obtained using the maximum control deviation emax itself, which has a predetermined relationship with, as an evaluation index, the influence of feedback control in the inertia phase and the invalidation of the clutch piston in the second clutch C2, which is the high speed side friction engagement element, are determined. The initial hydraulic pressure command value Ci can be corrected almost without being affected by the change in the stroke, and the preceding injection time ti can be corrected according to the generation duration time to of the upward rotation of the rotation generated in the torque phase. .
【００２３】しかも、先行注入時間ｔｉの補正におい
て、ずれ量ΔＣｉの絶対値が設定値未満で小さいときに
は、先行注入時間ｔｉ経過後からイナーシャ相に至るト
ルク相にて生じた回転吹き上がりの発生継続時間ｔｏに
応じた補正値ａ×ｔｏを先回の先行注入時間ｔｉ（ｎ）
に加算して得られた先行注入時間ｔｉ（ｎ＋１）を次回
のアップシフト時の先行注入時間とする学習制御が行わ
れるようにして、先行注入時間ｔｉの補正が初期油圧指
令値Ｃｉの補正に対して補助的に行われるようにしたた
め、先行注入時間ｔｉを長くすることを最小として「回
転吹き上がり」の発生を抑制することができ、またずれ
量ΔＣｉの絶対値が設定値以上で大きくかつずれ量ΔＣ
ｉが負である場合に、前記トルク相にて生じた回転吹き
上がりの発生継続時間ｔｏに応じた補正値ａ×ｔｏと前
記ずれ量ΔＣｉに応じた補正値ｂ×ΔＣｉを先行注入時
間ｔｉ（ｎ）に加算して得られた先行注入時間ｔｉ（ｎ
＋１）を次回のアップシフト時の先行注入時間とする学
習制御が行われるため、エンジン１０の回転が安定する
までのエンジン始動初期の挙動（油温の変化や大きなト
ルク変動等により、ずれ量ΔＣｉが負である場合にも
「回転吹き上がり」が発生する）に対しても「回転吹き
上がり」の発生を的確に抑制することができ、これによ
って次回のアップシフト時の変速フィーリングを最適に
向上させることが可能である。Further, in the correction of the pre-injection time ti, when the absolute value of the deviation amount ΔCi is less than the set value and is small, the rotational up-winding continuously occurs in the torque phase after the pre-injection time ti elapses to the inertia phase. The correction value a × to corresponding to the time to is used as the previous injection time ti (n)
Is added to the preceding injection time ti (n + 1) as the preceding injection time at the next upshift, the learning control is performed, and the correction of the preceding injection time ti is used to correct the initial hydraulic pressure command value Ci. On the other hand, since the auxiliary injection is performed, it is possible to minimize the increase of the pre-injection time ti and suppress the occurrence of "rotational blow-up", and the absolute value of the deviation amount ΔCi is larger than the set value and is large. Deviation amount ΔC
When i is negative, the pre-injection time ti (is set to the correction value a × to corresponding to the generation duration time to of the rotation uplift generated in the torque phase and the correction value b × ΔCi corresponding to the deviation amount ΔCi. prior injection time ti (n) obtained by adding
Since learning control is performed with +1) as the preceding injection time at the next upshift, the behavior of the engine 10 at the beginning of engine start until the rotation of the engine 10 stabilizes (difference ΔCi due to changes in oil temperature, large torque fluctuations, etc.). Even if the value is negative, the occurrence of "rotational blow-up" can be accurately suppressed, and the shift feeling at the next upshift is optimized. It is possible to improve.
【００２４】なお、当該自動変速機において、２速段か
ら３速段にシフトアップする場合の作動、及び３速段か
ら４速段にシフトアップする場合の作動は、上述した１
速段から２速段にシフトアップする場合の作動と実質的
に同じであるため説明を省略する。In the automatic transmission, the operation when shifting up from the 2nd speed to the 3rd speed and the operation when shifting up from the 3rd speed to the 4th speed are as described above.
Since the operation is substantially the same as the upshift from the second gear to the second gear, the description thereof will be omitted.
【００２５】上記実施形態においては、初期油圧指令値
Ｃｉの適正値からのずれ量ΔＣｉと所定の関係にある最
大制御偏差ｅｍａｘ自体（図６の実線にて示した特性
線）を評価指標としてずれ量ΔＣｉを求めるようにした
が、図６の仮想線にて示した近似直線（ΔＣｉ=０近傍
の傾きで線形化したもの）を評価指標としてずれ量ΔＣ
ｉを求めるようにしてもよく、また体感としては高トル
ク伝達時は多少トルク変化が大きくても問題がないのに
対して、低トルク伝達時には少しのトルク変化で違和感
を感じるため、評価指標を体感に合わせるように、最大
制御偏差ｅｍａｘをイナーシャ相直前の入力軸トルクＴ
ｔ（下記式によって算出されるタービントルク）で割っ
たものを評価指標として実施することも可能である。
Ｔｔ=τ(ｅ)×Ｃ(ｅ)×Ｎｅ2
但し、Ｔｔ：入力軸トルク（タービントルク）
Ｎｅ：エンジン回転速度
ｅ=Ｎｔ／Ｎｅ：トルクコンバータ速度比
Ｎｔ：入力軸回転速度（タービン回転速度）
τ(ｅ)：トルクコンバータトルク比
Ｃ(ｅ)：トルクコンバータ容量係数
であり、τ(ｅ)とＣ(ｅ)は実験的に求めたものを用い
る。なお、上記式はマップとして記憶させておくことも
可能である。In the above embodiment, the initial hydraulic pressure command value
The maximum deviation that has a predetermined relationship with the deviation amount ΔCi of Ci from the appropriate value
Large control deviation emax itself (characteristics shown by the solid line in FIG. 6
The deviation amount ΔCi is obtained by using the line) as an evaluation index.
Is an approximate straight line shown by the phantom line in FIG. 6 (near ΔCi = 0
Of the deviation ΔC
It may be possible to ask for i, and the experience is high torque.
Although there is no problem if the torque changes a little during transmission,
On the other hand, when transmitting low torque, a slight change in torque causes a feeling of strangeness.
To feel the
The control deviation emax is set to the input shaft torque T immediately before the inertia phase.
Divide by t (turbine torque calculated by the following formula)
It is also possible to implement the above as an evaluation index.
Tt = τ (e) × C (e) × Ne2
However, Tt: Input shaft torque (turbine torque)
Ne: Engine speed
e = Nt / Ne: Torque converter speed ratio
Nt: Input shaft rotation speed (turbine rotation speed)
τ (e): Torque converter torque ratio
C (e): Torque converter capacity coefficient
And τ (e) and C (e) are experimentally obtained.
It The above formula may be stored as a map.
It is possible.
【００２６】また、評価指標には、イナーシャ相初期で
の入力軸の回転速度の変化に基づいた評価指標を用いて
いるので、入力軸回転速度が下降し始めてから数百回転
低下するまでの時間（イナーシャ相初期時間）をイナー
シャ相時間の目標値で割ったものを評価指標としても図
６と同様な関係が得られるため、これを評価指標として
本発明を実施することも可能である。Further, since the evaluation index based on the change in the rotation speed of the input shaft in the initial phase of the inertia phase is used, the time from the start of the decrease of the input shaft rotation speed to the decrease of several hundred rotations is used. Even when the (inertia phase initial time) divided by the target value of the inertia phase time is used as the evaluation index, the same relationship as in FIG. 6 is obtained, so that the present invention can be implemented using this as the evaluation index.
【００２７】また、上記実施形態においては、先行注入
時間ｔｉの補正が初期油圧指令値Ｃｉの補正に対して補
助的に行われるようにしたが、初期油圧指令値Ｃｉの補
正（ステップ１１２，１１３の実行）が行われないよう
にするとともに、ずれ量ΔＣｉに関連する処理（ステッ
プ１１４，１１６，１１７の実行）が行われないように
して、請求項１に係る発明を実施すること、或いはずれ
量ΔＣｉの絶対値が設定値以上で大きくかつずれ量ΔＣ
ｉが負である場合の処理（ステップ１１６，１１７の実
行）が行われないようにして、請求項２に係る発明を実
施することも可能である。なお、初期油圧指令値Ｃｉの
補正として、イナーシャ相時間を用いた初期油圧指令値
の補正（特開平３−１１３１６２に記載されているも
の）を採用して請求項２または３に係る発明を実施する
ことも可能である。Further, in the above embodiment, the correction of the pre-injection time ti is performed as a supplement to the correction of the initial hydraulic pressure command value Ci, but the correction of the initial hydraulic pressure command value Ci (steps 112 and 113) is performed. Is performed and the processing related to the deviation amount ΔCi (execution of steps 114, 116, 117) is not performed, or the invention according to claim 1 is performed, or The absolute value of the amount ΔCi is larger than the set value and is large and the deviation amount ΔCi
It is also possible to carry out the invention according to claim 2 without performing the processing when i is negative (execution of steps 116 and 117). It should be noted that the invention according to claim 2 or 3 is implemented by adopting the correction of the initial hydraulic pressure command value using the inertia phase time (as described in JP-A-3-113162) as the correction of the initial hydraulic pressure command value Ci. It is also possible to do so.
【図１】 車両用自動変速機の全体構成を示す図であ
る。FIG. 1 is a diagram showing an overall configuration of an automatic transmission for a vehicle.
【図２】 図１に示したトルクコンバータと歯車変速装
置のスケルトン図である。FIG. 2 is a skeleton diagram of the torque converter and the gear transmission shown in FIG.
【図３】 図２に示した各クラッチ及び各ブレーキの作
動表示図である。FIG. 3 is an operation display diagram of each clutch and each brake shown in FIG.
【図４】 アップシフト時の変速制御手順を示すフロー
チャートである。FIG. 4 is a flowchart showing a shift control procedure at the time of upshifting.
【図５】 次回のアップシフト時の初期油圧指令値を補
正する学習制御手順を示すフローチャートである。FIG. 5 is a flowchart showing a learning control procedure for correcting an initial hydraulic pressure command value at the next upshift.
【図６】 回転吹き上がり時における初期油圧指令値Ｃ
ｉの適正値からのずれ量ΔＣｉとイナーシャ相初期での
入力軸の回転加速度の最大制御偏差ｅｍａｘとの関係を
示す線図である。FIG. 6 is an initial hydraulic pressure command value C during rotation up
FIG. 6 is a diagram showing a relationship between a deviation amount ΔCi of i from an appropriate value and a maximum control deviation emax of rotational acceleration of an input shaft in the initial phase of inertia.
【図７】 アップシフト時におけるの入力軸回転速度、
クラッチ油圧、油圧指令値、クラッチ伝達トルクの各変
化特性を示す特性線図である。FIG. 7 shows the input shaft rotation speed during upshifting,
It is a characteristic diagram which shows each change characteristic of clutch oil pressure, an oil pressure command value, and clutch transmission torque.
【図８】 本発明が対象とする自動変速機において、高
速側摩擦係合要素の無効ストロークが大きくなった場合
を破線で示したアップシフト時の特性線図である。FIG. 8 is a characteristic diagram at the time of upshift, which is indicated by a broken line when the invalid stroke of the high speed side friction engagement element is large in the automatic transmission targeted by the present invention.
【図９】 本発明が対象とする自動変速機において、初
期油圧指令値に対する初期油圧値が設定値より低下した
場合を破線で示したアップシフト時の特性線図である。FIG. 9 is a characteristic diagram at the time of upshift, which is indicated by a broken line when the initial hydraulic pressure value with respect to the initial hydraulic pressure command value is lower than the set value in the automatic transmission targeted by the present invention.
【図１０】 従来装置（特開平５−２９６３３３）での
アップシフト時の特性線図である。FIG. 10 is a characteristic diagram at the time of upshift in a conventional device (Japanese Patent Laid-Open No. 5-296333).
【図１１】 従来装置での不具合を示すアップシフト時
の特性線図である。FIG. 11 is a characteristic diagram at the time of upshift showing a defect in the conventional device.
１０…エンジン、２０…トルクコンバータ、３０…歯車
変速装置、３１…入力軸、３２…出力軸、４０…油圧制
御装置、５０…電子制御装置、Ｃ１…第１クラッチ（高
圧側摩擦係合要素）、Ｃ２…第２クラッチ（低圧側摩擦
係合要素）、Ｂ１…第１ブレーキ、Ｂｏ…第２ブレー
キ、Ｂ２…リバース用ブレーキ。DESCRIPTION OF SYMBOLS 10 ... Engine, 20 ... Torque converter, 30 ... Gear transmission, 31 ... Input shaft, 32 ... Output shaft, 40 ... Hydraulic control device, 50 ... Electronic control device, C1 ... 1st clutch (high pressure side friction engagement element) , C2 ... Second clutch (low pressure side frictional engagement element), B1 ... First brake, Bo ... Second brake, B2 ... Reverse brake.
───────────────────────────────────────────────────── フロントページの続き (72)発明者 西澤 博幸 愛知県愛知郡長久手町大字長湫字横道41 番地の１ 株式会社豊田中央研究所内 (56)参考文献 特開 平８−254262（ＪＰ，Ａ) 特開 平５−231511（ＪＰ，Ａ) (58)調査した分野(Int.Cl.7，ＤＢ名) F16H 61/00 - 63/48 ─────────────────────────────────────────────────── ─── Continuation of the front page (72) Hiroyuki Nishizawa, Inventor Hiroyuki Nishizawa, Nagakute-cho, Aichi-gun, Aichi 1-41 Yokomichi, Nagatoyo Toyota Central Research Institute Co., Ltd. (56) Reference JP-A-8-254262 (JP, A) JP-A-5-231511 (JP, A) (58) Fields investigated (Int.Cl. 7 , DB name) F16H 61/00-63/48
Claims (4)
摩擦係合要素に供給される油圧を制御する低速側油圧指
令値を最大油圧指令値に保持した状態にて高速側摩擦係
合要素に供給される油圧を制御する高速側油圧指令値を
最大油圧指令値に変更した後に圧油の所定の先行注入時
間が経過したとき前記高速側油圧指令値を所定の初期油
圧指令値に変更し、その後のイナーシャ相にて前記自動
変速装機の入力軸の回転速度の変化率が予め設定した目
標変化率になるように前記高速側摩擦係合要素に供給さ
れる油圧をフィードバック制御するようにした変速制御
装置において、前記圧油の 先行注入時間の経過後から前記イナーシャ相
に至るトルク相にて生じた回転吹き上がりの発生継続時
間を記憶する記憶手段と、 該記憶手段に記憶された前記トルク相における回転吹き
上がりの発生継続時間に 応じて求めた補正値を前記先行
注入時間に加算して次回のアップシフト開始時に前記高
速側摩擦係合要素に供給される圧油の先行注入時間とす
る学習制御手段を備えたことを特徴とする車両用自動変
速機の変速制御装置。1. A low speed side at the start of an upshift of an automatic transmission.
Low-speed hydraulic finger for controlling the hydraulic pressure supplied to the friction engagement element
With the command value held at the maximum hydraulic pressure command value, the friction coefficient on the high-speed side
The high-speed side hydraulic pressure command value that controls the hydraulic pressure supplied to the combined element
After changing to the maximum hydraulic pressure command value, when the prescribed advance injection of pressure oil
When the time elapses, the high-speed side hydraulic pressure command value is set to the predetermined initial oil
Change the pressure command value, the automatic subsequent similar inertia phase
Shift control rotation speed of the rate of change of the input shaft of the transmission instrumentation machine has a hydraulic pressure supplied to the high speed side frictional engagement element so that the target change rate set in advance so as to feedback control
In the device, a storage means for storing the rotational racing generation duration caused by the torque phase leading to the inertia phase after the lapse of the preceding injection time of the pressure oil, in the torque phase which is stored in the storage means Rotating blowing
The correction value obtained in response to the occurrence duration of up and added to the preceding injection time said high at the next time the start of the upshift
A shift control device for an automatic transmission for a vehicle, comprising: learning control means for setting a preceding injection time of pressure oil supplied to a high speed side friction engagement element .
摩擦係合要素の係合解除タイミングと高速側摩擦係合要
素の係合タイミングを規定する圧油の所定の先行注入時
間が経過したとき、その後のイナーシャ相にて前記自動
変速装機の入力軸の回転速度の変化率が予め設定した目
標変化率になるように前記高速側摩擦係合要素に供給さ
れる油圧をフィードバック制御するようにした変速制御
装置において、前記圧油の先行注入時間の経過後から前記イナーシャ相
に至るトルク相にて生じた回転吹き上がりの発生継続時
間を記憶する記憶手段と、 該記憶手段に記憶された前記トルク相における回転吹き
上がりの発生継続時間に応じて求めた補正値を前記所定
の先行注入時間に加算して次回のアップシフト開始時に
前記高速側摩擦係合要素に供給される圧油の先行注入時
間とする学習制御手段を備えたことを特徴とする車両用
自動変速機の変速制御装置。 2. A low speed side at the start of an upshift of an automatic transmission.
Disengagement timing of friction engagement element and high speed side friction engagement required
At a predetermined prior injection of pressure oil that defines the engagement timing of the element
When during has elapsed, the automatic subsequent similar inertia phase
Shift control rotation speed of the rate of change of the input shaft of the transmission instrumentation machine has a hydraulic pressure supplied to the high speed side frictional engagement element so that the target change rate set in advance so as to feedback control
In the device , after the lapse of the preceding injection time of the pressure oil, the inertia phase
Continued occurrence of rotation blow-up caused by the torque phase leading to
Storage means for storing the time , and rotation blowing in the torque phase stored in the storage means.
The correction value calculated according to the rising duration
Add it to the preceding injection time at the start of the next upshift
At the time of prior injection of the pressure oil supplied to the high-speed side friction engagement element
For vehicles characterized by having learning control means for
Shift control device for automatic transmission.
摩擦係合要素に供給される油圧を制御する低速側油圧指
令値を最大油圧指令値に保持した状態にて高速側 摩擦係
合要素に供給される油圧を制御する高速側油圧指令値を
最大油圧指令値に変更した後に圧油の所定の先行注入時
間が経過したとき前記高速側油圧指令値を所定の初期油
圧指令値に変更し、その後のイナーシャ相にて前記自動
変速装機の入力軸の回転速度の変化率が予め設定した目
標変化率になるように前記高速側摩擦係合要素に供給さ
れる油圧をフィードバック制御するようにした変速制御
装置において、 前記圧油の先行注入時間の経過後から前記イナーシャ相
に至るトルク相にて生じた回転吹き上がりの発生継続時
間を記憶する記憶手段と、 前記イナーシャ相初期での前記入力軸の回転速度の変化
に基づいて前記初期油圧指令値の適正値からのずれ量を
求めて、このずれ量を加算して得られた初期油圧指令値
を次回のアップシフト時の前記初期油圧指令値とする学
習制御手段と、 前記ずれ量の絶対値が設定値未満であるとき、前記記憶
手段に記憶された前記トルク相における回転吹き上がり
の発生継続時間に応じて求めた補正値を前記所定の先行
注入時間に加算して次回のアップシフト開始時に前記高
速側摩擦係合要素に供給される圧油の先行注入時間とす
る学習制御手段を備えたことを特徴とする車両用自動変
速機の変速制御装置。 3. A low speed side at the start of an upshift of an automatic transmission.
Low-speed hydraulic finger for controlling the hydraulic pressure supplied to the friction engagement element
With the command value held at the maximum hydraulic pressure command value, the friction coefficient on the high-speed side
The high-speed side hydraulic pressure command value that controls the hydraulic pressure supplied to the combined element
After changing to the maximum hydraulic pressure command value, when the prescribed advance injection of pressure oil
When the time elapses, the high-speed side hydraulic pressure command value is set to the predetermined initial oil
Change to the pressure command value, and the automatic
The rate of change of the rotational speed of the input shaft of the transmission is set to a preset value.
The high speed side friction engagement element is supplied so that
Shift control with feedback control of hydraulic pressure
In the device, after the lapse of the preceding injection time of the pressure oil, the inertia phase
Continued occurrence of rotation blow-up caused by the torque phase leading to
And a change in the rotational speed of the input shaft in the initial phase of the inertia phase.
The deviation amount from the appropriate value of the initial hydraulic pressure command value is calculated based on
Initial hydraulic pressure command value obtained by obtaining and adding this deviation amount
Is the initial hydraulic pressure command value for the next upshift.
Learning control means, and when the absolute value of the deviation amount is less than a set value, the memory
Rotating up in the torque phase stored in the means
The correction value obtained according to the occurrence duration of
In addition to the injection time, the high
It is the advance injection time of the pressure oil supplied to the high speed side friction engagement element.
Automatic control system for vehicles characterized by being equipped with learning control means
Speed change control device.
負であるとき、前記記憶手段に記憶された前記トルク相
における回転吹き上がりの発生継続時間に応じて求めた
補正値と前記ずれ量に応じて求めた補正値を前記所定の
先行注入時間に加算して次回のアップシフト時に前記高
速側摩擦係合要素に供給される圧油の先行注入時間とす
る学習制御手段を備えたことを特徴とする請求項３に記
載の車両用自動変速機の変速制御装置。 4. The absolute value of the deviation amount is greater than or equal to a set value.
When negative, the torque phase stored in the storage means
Was determined according to the duration of occurrence of rotation up
The correction value obtained according to the correction value and the deviation amount is set to the predetermined value.
Add to the preceding injection time to increase the above at the next upshift.
It is the advance injection time of the pressure oil supplied to the high speed side friction engagement element.
The learning control means according to claim 3 is provided.
A shift control device for an automatic transmission for a vehicle.
Priority Applications (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP13720297A JP3472439B2 (en) | 1997-05-27 | 1997-05-27 | Shift control device for automatic transmission for vehicle |
| DE1998122482 DE19822482A1 (en) | 1997-05-27 | 1998-05-19 | Control system for operating an automatic transmission for vehicles |
| FR9806670A FR2764026B1 (en) | 1997-05-27 | 1998-05-27 | DEVICE FOR CONTROLLING AN AUTOMATIC GEAR CHANGE SYSTEM |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP13720297A JP3472439B2 (en) | 1997-05-27 | 1997-05-27 | Shift control device for automatic transmission for vehicle |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH10331963A JPH10331963A (en) | 1998-12-15 |
| JP3472439B2 true JP3472439B2 (en) | 2003-12-02 |
Family
ID=15193186
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP13720297A Expired - Fee Related JP3472439B2 (en) | 1997-05-27 | 1997-05-27 | Shift control device for automatic transmission for vehicle |
Country Status (3)
| Country | Link |
|---|---|
| JP (1) | JP3472439B2 (en) |
| DE (1) | DE19822482A1 (en) |
| FR (1) | FR2764026B1 (en) |
Families Citing this family (13)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP4509320B2 (en) * | 2000-07-12 | 2010-07-21 | 本田技研工業株式会社 | Shift control device for automatic transmission for vehicle |
| JP4509319B2 (en) * | 2000-07-12 | 2010-07-21 | 本田技研工業株式会社 | Shift control device for automatic transmission for vehicle |
| DE10051537A1 (en) * | 2000-10-18 | 2002-04-25 | Zahnradfabrik Friedrichshafen | Method for automatic calculation of filling parameters esp. of automatic transmissions for motor vehicles uses indirect measuring to determine phasing values |
| JP3692058B2 (en) | 2001-08-01 | 2005-09-07 | トヨタ自動車株式会社 | Vehicle shift control device |
| KR100872490B1 (en) | 2007-09-28 | 2008-12-05 | 현대 파워텍 주식회사 | Automatic calibration method for shift pressure pattern of automatic transmission |
| DE102007063091A1 (en) | 2007-12-28 | 2009-07-02 | Right-Way-Technologies Gmbh & Co. Kg | Method and device to produce biogas with high methane rate, by dosingly supplying hydrogen-producing bacteria, which are cultured in hydrogen and methane fermenter, and dosingly introducing gaseous hydrogen into methane fermenter |
| JP4774108B2 (en) | 2009-03-02 | 2011-09-14 | 日産自動車株式会社 | Control device for automatic transmission |
| JP4970480B2 (en) | 2009-03-06 | 2012-07-04 | 日産自動車株式会社 | Control device for automatic transmission |
| JP2010209947A (en) | 2009-03-06 | 2010-09-24 | Nissan Motor Co Ltd | Control apparatus for automatic transmission |
| JP4907680B2 (en) | 2009-03-06 | 2012-04-04 | 日産自動車株式会社 | Control device for automatic transmission |
| JP4907681B2 (en) * | 2009-03-06 | 2012-04-04 | 日産自動車株式会社 | Control device for automatic transmission |
| US8109857B2 (en) * | 2009-04-23 | 2012-02-07 | GM Global Technology Operations LLC | Vehicle launch device having fluid coupling and electric machine |
| US8167771B2 (en) * | 2009-04-23 | 2012-05-01 | GM Global Technology Operations LLC | Vehicle launch device having fluid coupling |
Family Cites Families (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2847802B2 (en) | 1989-09-28 | 1999-01-20 | 三菱自動車工業株式会社 | Shift initial hydraulic pressure setting method for automatic transmission for vehicles |
| US5282401A (en) * | 1992-02-07 | 1994-02-01 | General Motors Corporation | Adaptive electronic control of power-on upshifting in an automatic transmission |
| JP2773531B2 (en) | 1992-04-16 | 1998-07-09 | 三菱自動車工業株式会社 | Shift control method for automatic transmission for vehicle |
| GB2286641B (en) * | 1994-02-17 | 1998-01-07 | Acg France | Method and apparatus for controlling a gear change in an automatic transmission |
| US5468198A (en) * | 1994-03-04 | 1995-11-21 | Chrysler Corporation | Method of controlling coastdown and coastdown/tip-in in an automatic transmission |
| US5580332A (en) * | 1995-04-13 | 1996-12-03 | Caterpillar Inc. | Method for determining the fill time of a transmission clutch |
| US5551930A (en) * | 1995-04-13 | 1996-09-03 | Caterpillar Inc. | Adaptive control method for an automatic transmission |
-
1997
- 1997-05-27 JP JP13720297A patent/JP3472439B2/en not_active Expired - Fee Related
-
1998
- 1998-05-19 DE DE1998122482 patent/DE19822482A1/en not_active Ceased
- 1998-05-27 FR FR9806670A patent/FR2764026B1/en not_active Expired - Fee Related
Also Published As
| Publication number | Publication date |
|---|---|
| JPH10331963A (en) | 1998-12-15 |
| DE19822482A1 (en) | 1999-02-25 |
| FR2764026B1 (en) | 2001-08-10 |
| FR2764026A1 (en) | 1998-12-04 |
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