JP3525585B2 - Transmission control device for automatic transmission - Google Patents
Transmission control device for automatic transmissionInfo
- Publication number
- JP3525585B2 JP3525585B2 JP27911195A JP27911195A JP3525585B2 JP 3525585 B2 JP3525585 B2 JP 3525585B2 JP 27911195 A JP27911195 A JP 27911195A JP 27911195 A JP27911195 A JP 27911195A JP 3525585 B2 JP3525585 B2 JP 3525585B2
- Authority
- JP
- Japan
- Prior art keywords
- engagement element
- frictional engagement
- torque capacity
- low speed
- transmission torque
- 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 - Lifetime
Links
Landscapes
- Control Of Transmission Device (AREA)
Description
【０００１】[0001]
【発明の属する技術分野】本発明は、低速段側摩擦係合
要素の解放及び高速段側摩擦係合要素の係合によるクラ
ッチツウクラッチのアップシフトを実行する自動変速機
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 which executes a clutch-to-clutch upshift by releasing a low speed gear side friction engagement element and engaging a high speed gear side friction engagement element.
【０００２】[0002]
【従来の技術】自動変速機の特定の変速を実行する場
合、例えばローギヤクラッチ（低速段側摩擦係合要素）
を解放すると共に、ハイギヤクラッチ（高速段側摩擦係
合要素）を係合して、クラッチツウクラッチのパワーオ
ンアップシフト（動力がエンジン側から車輪側に伝達さ
れているときに実行されるアップシフト）を行うときが
ある。この場合において、各クラッチの係合と解放との
同期を的確にとらないと、出力軸トルクが落ち込んだ
り、エンジンが吹き上ったりする。2. Description of the Related Art When executing a specific gear shift of an automatic transmission, for example, a low gear clutch (low speed side friction engagement element) is used.
Power-up upshift of the clutch to clutch (upshift executed when power is being transmitted from the engine side to the wheel side) by releasing the ) Sometimes. In this case, if the engagement and disengagement of each clutch are not properly synchronized, the output shaft torque will drop or the engine will blow up.
【０００３】例えば、特開昭６３−２９７８４９号公報
においては、クラッチツウクラッチアップシフトにおい
て、ローギヤクラッチの伝達トルク容量を急速に低下さ
せた後、閉ループ制御によりローギヤクラッチが滑っ
て、入力軸回転速度が目標回転速度に上昇するまで緩や
かに低下させる一方、入力軸回転速度が目標回転速度に
達した時点で、ハイギヤクラッチの伝達トルク容量を上
昇させ、同時にローギヤクラッチの伝達トルク容量を低
下させることで、ローギヤクラッチからハイギヤクラッ
チへのトルク受け渡し時の出力軸トルクの落ち込みを小
さくすることが提案されている。For example, in Japanese Patent Laid-Open No. 63-297849, in the clutch-to-clutch upshift, after the transmission torque capacity of the low gear clutch is rapidly reduced, the low gear clutch slips due to the closed loop control, and the input shaft rotation speed is increased. Is gradually decreased until it reaches the target rotation speed, and when the input shaft rotation speed reaches the target rotation speed, the transmission torque capacity of the high gear clutch is increased and at the same time the transmission torque capacity of the low gear clutch is decreased. It has been proposed to reduce the drop in output shaft torque during torque transfer from the low gear clutch to the high gear clutch.
【０００４】[0004]
【発明が解決しようとする課題】しかしながら、上記公
報に提案されているものでは、ローギヤクラッチの伝達
トルク容量を急速に低下させるその低下量が大きすぎる
と、ローギヤクラッチの滑り量が大きくなり、エンジン
の吹き上りが発生する恐れがあるため、製品間のばらつ
きや経時変化を考慮して、ローギヤクラッチの滑りが生
じない程度の比較的高い伝達トルク容量から緩やかに伝
達トルク容量を低下させる必要があり、この結果、変速
時間が長くなるという問題がある。However, in the method proposed in the above publication, if the amount of reduction that rapidly reduces the transmission torque capacity of the low gear clutch is too large, the amount of slippage of the low gear clutch increases, and the engine Therefore, it is necessary to gradually reduce the transfer torque capacity from a relatively high transfer torque capacity that does not cause slippage of the low gear clutch, taking into consideration variations between products and changes over time. As a result, there is a problem that the shift time becomes long.
【０００５】前記公報で開示された技術は、閉ループ制
御を実行しているため、ある程度製品間のばらつきや経
時変化にも対応できるものの、油圧の応答遅れ等によ
り、タービン回転が吹き上がりすぎたり、アクチュエー
タの応答遅れによってハンチングが生じたりする不具合
が発生することがあり、現実には必ずしも良好な結果が
得られていないというのが実情である。Since the technique disclosed in the above publication executes closed loop control, it can cope with variations between products and changes with time to some extent, but the turbine rotation blows up too much due to hydraulic response delay, etc. The fact that hunting may occur due to the response delay of the actuator may occur, and in reality, good results are not always obtained.
【０００６】本発明は、前記従来の問題を解決するべく
なされたもので、制御系のハンチングを発生したりする
ことなくエンジンの吹き上りを効果的に防止し、且つ変
速時間を短縮することのできる自動変速機の変速制御装
置を提供することを目的とする。The present invention has been made to solve the above-mentioned conventional problems, and it is possible to effectively prevent the engine from being blown up without causing hunting of the control system and to shorten the shift time. An object of the present invention is to provide a shift control device for an automatic transmission that can be used.
【０００７】[0007]
【課題を解決するための手段】本発明は、その要旨を図
１に示すように、低速段側摩擦係合要素を解放すると共
に、高速段側摩擦係合要素を係合して、クラッチツウク
ラッチパワーオンアップシフトを行う自動変速機の変速
制御装置において、前記アップシフトの実行により、変
速過程における前記低速段側摩擦係合要素に滑りが発生
する時点を検出する手段と、前記低速段側摩擦係合要素
の伝達トルク容量を急速に低下させた後、前記低速段側
摩擦係合要素に滑りが発生する前記時点が検出されるま
で緩やかに低下させる一方、該滑りが発生する時点が検
出された以降は前記高速段側摩擦係合要素の伝達トルク
容量を上昇させ、同時に前記低速段側摩擦係合要素の伝
達トルク容量を低下させる、制御手段と、前記低速段側
摩擦係合要素の伝達トルク容量を、急速に低下させる低
下量を、前記滑りが発生する時点が変速過程における所
望の時点よりも早い場合には小さく修正し、遅い場合に
は大きく修正すると共に、該修正した低下量を記憶する
学習手段と、を備え、前記制御手段は、前記学習手段に
より記憶された低下量に基づき前記低速段側摩擦係合要
素の伝達トルク容量を急速に低下させることにより、前
記目的を達成したものである。また、第２発明の要旨と
するところは、低速段側摩擦係合要素を解放すると共
に、高速段側摩擦係合要素を係合して、クラッチツウク
ラッチパワーオンアップシフトを行う自動変速機の変速
制御装置において、前記アップシフトの実行により、変
速過程における前記低速段側摩擦係合要素が滑り始めた
時点を検出する手段と、前記低速段側摩擦係合要素の伝
達トルク容量を急速に低下させた後、前記低速段側摩擦
係合要素が滑り始めた時点が検出されるまで緩やかに低
下させる一方、該滑り始めた時点が検出された以降は前
記高速段側摩擦係合要素の伝達トルク容量を上昇させ、
同時に前記低速段側摩擦係合要素の伝達トルク容量を低
下させる、制御手段と、前記低速段側摩擦係合要素の伝
達トルク容量を、急速に低下させる低下量を、該低速段
側摩擦係合要素が滑り始めた時点が変速過程における所
望の時点よりも早い場合には小さく修正し、遅い場合に
は大きく修正すると共に、該修正した低下量を記憶する
学習手段と、を備え、前記制御手段は、前記学習手段に
より記憶された低下量に基づき前記低速段側摩擦係合要
素の伝達トルク容量を急速に低下させることにより、前
記目的を達成したものである。SUMMARY OF THE INVENTION As shown in FIG. 1, the present invention provides a clutch toe by releasing a low speed side frictional engaging element and engaging a high speed side frictional engaging element. In a shift control device for an automatic transmission that performs clutch power- on upshift, means for detecting a time point when the low-speed-side frictional engagement element slips during a shift process by performing the upshift, and the low-speed-stage side. After the transmission torque capacity of the friction engagement element is rapidly decreased, the friction engagement element is gradually decreased until the time point at which the low-speed-stage friction engagement element slips is detected, while the time point at which the slippage occurs is detected. After that, the transmission torque capacity of the high speed stage side friction engagement element is increased, and at the same time the transmission torque capacity of the low speed stage side friction engagement element is decreased. Biography The amount of decrease that causes the torque capacity to decrease rapidly is corrected to a small value when the time at which the slippage occurs is earlier than the desired time in the gear shifting process, and is corrected to a large amount when the time at which the slippage occurs is delayed, and the corrected amount of decrease is corrected. And a learning means for storing, wherein the control means rapidly reduces the transmission torque capacity of the low speed stage side friction engagement element based on the reduction amount stored by the learning means. It is a thing. Further, the gist of the second invention is to provide an automatic transmission that disengages the low speed side frictional engagement element and engages the high speed side frictional engagement element to perform clutch-to-clutch power- on upshift. In the speed change control device, by executing the upshift, means for detecting a time point when the low speed side frictional engagement element starts to slide in the speed change process, and the transmission torque capacity of the low speed side frictional engagement element are rapidly reduced. After that, while gradually decreasing until the time when the low speed gear side frictional engagement element starts to be detected is detected, the transmission torque of the high speed gear side frictional engagement element is detected after the time when the low speed gear side frictional engagement element is detected. Increase capacity,
At the same time, the control means for reducing the transmission torque capacity of the low speed stage side friction engagement element and the reduction amount for rapidly reducing the transmission torque capacity of the low speed stage side friction engagement element are the low speed stage side friction engagement elements. The control means comprises: a small correction when the time when the element starts to slip is earlier than a desired time in the shift process, a large correction when the time is slower than a desired time, and a learning means for storing the corrected decrease amount. The object is achieved by rapidly reducing the transfer torque capacity of the low speed stage side friction engagement element based on the amount of reduction stored by the learning means.
【０００８】即ち、本発明によれば、クラッチツウクラ
ッチパワーオンアップシフトにおいて、変速判断があっ
たら、低速段側摩擦係合要素の伝達トルク容量を急速に
低下させた後、前記低速段側摩擦係合要素に滑りが発生
するまで或いはその低速段側摩擦係合要素が滑り始めた
時点まで緩やかに低下させ、該滑りが発生した後或いは
該滑り始めた時点の後は高速段側摩擦係合要素の伝達ト
ルク容量を上昇させると同時に、低速段側摩擦係合要素
の伝達トルク容量を低下させるようにしている。[0008] That is, according to the present invention, in the clutch-to-clutch power-on upshift, if there is a shift determination, after rapidly lowering the transmission torque capacity of the low-speed stage side frictional engagement element, wherein the low speed stage side frictional The frictional engagement element is gently lowered until the engagement element slips or the low speed side frictional engagement element starts to slip, and the high speed side frictional engagement is performed after the slippage occurs or after the slipping starts. At the same time that the transmission torque capacity of the element is increased, the transmission torque capacity of the low speed stage side friction engagement element is decreased.
【０００９】ここで、前記低速段側摩擦係合要素の伝達
トルク容量を急激に低下させる低下量を、変速判断があ
った時点から前記滑りが発生する時点或いは低速段側摩
擦係合要素が滑り始めた時点までの時間に基づいて学習
し、修正するようにしたため、製品間のばらつきや経時
変化に拘らず、前記低下量を低速段側摩擦係合要素の滑
りが発生しない程度の必要最大限の値に設定することが
でき、エンジンの吹き上りを防止し、変速時間を短縮す
ることができる。Here, the amount of decrease that sharply decreases the transmission torque capacity of the low speed side frictional engagement element is set to the time when the slip occurs from the time when the shift is determined or the low speed side friction.
Since the frictional engagement element learns and corrects based on the time until it starts to slide , the reduction amount causes the frictional engagement element to slip regardless of variations between products and changes over time. It can be set to a necessary maximum value that does not cause the engine to blow up, and the shift time can be shortened.
【００１０】[0010]
【発明の実施の形態】以下図面を参照して本発明の実施
の形態の例を詳細に説明する。DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An example of an embodiment of the present invention will be described in detail below with reference to the drawings.
【００１１】図２に、本発明が適用される自動変速機の
具体的な一例を示す。FIG. 2 shows a specific example of an automatic transmission to which the present invention is applied.
【００１２】この自動変速機は、トルクコンバータ２及
び変速部４を備える。トルクコンバータ２にはエンジン
出力軸１０と連結されたポンプ１２と、一方向クラッチ
１４により変速機のケース１５に連結されたステータ１
６及びタービン１８を含む。タービン１８は変速機の入
力軸２０と連結され、変速機の入力軸２０は、ハイギヤ
クラッチＣＨ（高速段側摩擦係合要素）を介してハイギ
ヤ対２２に連結されると共に、ローギヤクラッチＣＬ
（低速段側摩擦係合要素）を介してローギヤ対２４に連
結されている。ハイギヤ対２２は駆動側ギヤ２２ａと従
動側ギヤ２２ｂとからなり、ローギヤ対２４は駆動側ギ
ヤ２４ａと従動側ギヤ２４ｂとからなる。This automatic transmission comprises a torque converter 2 and a transmission unit 4. The torque converter 2 includes a pump 12 connected to the engine output shaft 10, and a stator 1 connected to a transmission case 15 by a one-way clutch 14.
6 and turbine 18. The turbine 18 is connected to an input shaft 20 of the transmission, and the input shaft 20 of the transmission is connected to a high gear pair 22 via a high gear clutch CH (high speed gear side friction engagement element) and a low gear clutch CL.
It is connected to the low gear pair 24 via (a low speed stage side frictional engagement element). The high gear pair 22 includes a drive side gear 22a and a driven side gear 22b, and the low gear pair 24 includes a drive side gear 24a and a driven side gear 24b.
【００１３】又、各クラッチＣＨ、ＣＬはそれぞれを駆
動する油圧Ｐch、Ｐclに比例する伝達トルク容量Ｔch、
Ｔclを持つ。各ギヤ対２２、２４の従動側ギヤ２２ｂ、
２４ｂは出力軸２６に連結され、常時同一回転をしてい
る。Each clutch CH, CL has a transmission torque capacity Tch proportional to the hydraulic pressures Pch, Pcl for driving the clutches CH, CL.
Has Tcl. The driven side gear 22b of each gear pair 22, 24,
24b is connected to the output shaft 26 and always rotates in the same direction.
【００１４】各クラッチＣＨ、ＣＬの解放あるいは係合
は、油圧制御装置３０（制御手段）内の電磁弁やリニア
ソレノイド（図示せず）がコンピュータ４０からの指令
に基づいて駆動されることによって実行される。コンピ
ュータ４０には、各種センサ群５０からの信号、例え
ば、車速センサ５１からの車速信号（出力軸２６の回転
速度Ｎout の信号）、スロットルセンサ５２からのスロ
ットル開度信号、パターンセレクトスイッチ５３からの
パターンセレクト信号、シフトポジションスイッチ５４
からのシフトポジション信号、ブレーキスイッチ５５か
らのフットブレーキ信号等の基本的な信号の他、入力軸
速度センサ５６からの変速機入力軸２０の回転速度Ｎin
の信号が入力されている。Disengagement or engagement of each clutch CH, CL is executed by driving an electromagnetic valve or a linear solenoid (not shown) in the hydraulic control device 30 (control means) based on a command from the computer 40. To be done. The computer 40 has signals from various sensor groups 50, for example, a vehicle speed signal from the vehicle speed sensor 51 (a signal of the rotation speed Nout of the output shaft 26), a throttle opening signal from the throttle sensor 52, and a pattern select switch 53. Pattern select signal, shift position switch 54
In addition to basic signals such as the shift position signal from the brake switch 55 and the foot brake signal from the brake switch 55, the rotation speed Nin of the transmission input shaft 20 from the input shaft speed sensor 56.
Signal is being input.
【００１５】又、低速段側摩擦係合要素に滑りが発生す
る時点を検出する手段、及び低速段側摩擦係合要素の伝
達トルク容量を急速に低下させる低下量を修正し、記憶
する学習手段としての役割はコンピュータ４０が果たし
ている。Further, a means for detecting a time point at which the low speed side frictional engagement element slips, and a learning means for correcting and storing a reduction amount for rapidly reducing the transmission torque capacity of the low speed side frictional engagement element. The computer 40 plays the role as.
【００１６】以下、本実施形態に係る自動変速機の変速
制御装置の作用を説明する。The operation of the shift control device for an automatic transmission according to this embodiment will be described below.
【００１７】この変速制御における制御フローを図３に
示し、各制御量の変化の様子を図４に示す。FIG. 3 shows a control flow in this shift control, and FIG. 4 shows how each control amount changes.
【００１８】即ち、図４（ａ）はローギヤ及びハイギヤ
クラッチＣＬ、ＣＨの油圧Ｐcl、Ｐchの変化を表わし、
図４（ｂ）は、入力軸トルクＴin、出力軸トルクＴout
、ローギヤクラッチの伝達トルク容量Ｔcl及びハイギ
ヤクラッチの伝達トルク容量Ｔchの変化を表わし、図４
（ｃ）は、エンジン回転速度Ｎｅ及び入力軸回転速度Ｎ
inの変化を表わしている。That is, FIG. 4A shows changes in the hydraulic pressures Pcl and Pch of the low gear and high gear clutches CL and CH,
FIG. 4B shows the input shaft torque Tin and the output shaft torque Tout.
4 shows changes in the transmission torque capacity Tcl of the low gear clutch and the transmission torque capacity Tch of the high gear clutch.
(C) is the engine rotation speed Ne and the input shaft rotation speed N
It represents the change of in.
【００１９】図４（ｃ）にＫで示された領域は、入力軸
回転速度Ｎinが（一度若干吹き上がって）ローギヤ側同
期速度に戻った後ハイギヤ側同期速度まで変化している
領域であり、これをイナーシャ相という。The area indicated by K in FIG. 4 (c) is an area in which the input shaft rotational speed Nin returns to the low gear side synchronous speed (after being slightly blown up once) and then changes to the high gear side synchronous speed. , This is called inertia phase.
【００２０】本発明は特に、変速判断から、このイナー
シャ相Ｋに入るまでの制御に関するものである。The present invention particularly relates to the control from the determination of the shift to the entry of the inertia phase K.
【００２１】図３のステップ１００において、コンピュ
ータ４０により変速判断があると、次のステップ１０２
でアップシフトか否か、又ステップ１０４でパワーオン
か否かの判定を行う。アップシフトでない場合には、ス
テップ１０６へ進みダウンシフトロジックによる変速制
御を行い、又、パワーオンでない場合には、ステップ１
０８へ進みパワーオフアップシフトロジックによる変速
制御を行う。In step 100 of FIG. 3, when the computer 40 makes a shift determination, the next step 102
In step 104, it is determined whether or not it is an upshift, and in step 104, it is determined whether or not the power is on. If it is not an upshift, the routine proceeds to step 106, where shift control is performed by the downshift logic, and if it is not power-on, a step 1
In step 08, shift control is performed by the power-off upshift logic.
【００２２】判定の結果、アップシフト且つパワーオン
の場合には次のステップ１１０において、ローギヤクラ
ッチＣＬの油圧Ｐclをファーストドレンにより図４
（ａ）にＰcl0 で示す値まで落とす。その後、以下述べ
るように所定の勾配で前記油圧Ｐclを下げていく。If the result of determination is upshift and power-on, in the next step 110, the oil pressure Pcl of the low gear clutch CL is set by the first drain as shown in FIG.
Drop to the value indicated by Pcl0 in (a). After that, the hydraulic pressure Pcl is lowered at a predetermined gradient as described below.
【００２３】ステップ１１２で入力軸回転速度Ｎin、出
力軸回転速度Ｎout を検出し、次のステップ１１４で、
これらと低速段でのギヤ比ｉL を用いて、次の（１）式
によりローギヤクラッチＣＬのスリップ量ΔＮclを算出
する。In step 112, the input shaft rotation speed Nin and the output shaft rotation speed Nout are detected, and in the next step 114,
Using these and the gear ratio i L at the low speed, the slip amount ΔNcl of the low gear clutch CL is calculated by the following equation (1).
【００２４】 ΔＮcl＝Ｎin−Ｎout ×ｉL …（１）ΔNcl = Nin−Nout × i L (1)
【００２５】ステップ１１６で、このスリップ量ΔＮcl
が正になったか否か判定し、正でなければ次のステップ
１１８で、所定時間Δｔに、油圧Ｐclの下げ勾配を表わ
す負の所定係数ａをかけた分だけ油圧Ｐclを下げる。即
ち、次の（２）式のように油圧Ｐclを下げる。In step 116, this slip amount ΔNcl
Is determined to be positive. If it is not positive, then in step 118, the hydraulic pressure Pcl is reduced by an amount corresponding to the predetermined time Δt multiplied by a negative predetermined coefficient a representing the gradient of decrease in the hydraulic pressure Pcl. That is, the hydraulic pressure Pcl is lowered as in the following equation (2).
【００２６】 Ｐcl＝Ｐcl＋ａ×Δｔ …（２）[0026] Pcl = Pcl + a × Δt (2)
【００２７】そして、ステップ１２０において、変速判
断があった時点からの経過時間を表わす時刻ｔに所定時
間Δｔを加算し、ステップ１１２へ戻り、以上の処理を
繰り返す。Then, in step 120, the predetermined time Δt is added to the time t representing the elapsed time from the time when the shift is determined, the process returns to step 112, and the above processing is repeated.
【００２８】以上の処理により油圧Ｐclを負の所定勾配
ａで下げていくと、これに対応してローギヤクラッチの
伝達トルク容量Ｔclも下がり、図４（ｂ）のＡで示すよ
うに、ローギヤクラッチの伝達トルク容量Ｔclが入力軸
トルクＴinを下回り、ローギヤクラッチＣＬが滑り始め
る。その結果、図４（ｃ）のＢに示すように、入力軸回
転速度Ｎinが吹き上る。When the hydraulic pressure Pcl is reduced by the predetermined negative gradient a by the above processing, the transmission torque capacity Tcl of the low gear clutch is correspondingly reduced, and as shown by A in FIG. 4 (b), the low gear clutch Of the transmission torque capacity Tcl becomes less than the input shaft torque Tin, and the low gear clutch CL starts to slip. As a result, the input shaft rotation speed Nin rises as shown by B in FIG. 4 (c).
【００２９】ローギヤクラッチＣＬが滑ると、前述
（１）式においてスリップ量ΔＮclは正となる。これが
ステップ１１６の判定で検出されると、ステップ１１２
ヘ進み、変速判断から前記スリップ量ΔＮclが正となっ
た時点（即ち、ローギヤクラッチＣＬが滑り始めた時
点）までの経過時間ｔを、その目標時間（所望の時点）
Ｔと比較学習することにより、次回の変速制御時のファ
ーストドレンにて落とす油圧Ｐclの（低下量を表わす）
終値Ｐcl0 ′を次の（３）式により決定する。When the low gear clutch CL slips, the slip amount ΔNcl becomes positive in the above equation (1). If this is detected by the determination in step 116, step 112
(F) The elapsed time t from the shift determination to the time when the slip amount ΔNcl becomes positive (that is, the time when the low gear clutch CL starts to slip) is the target time (desired time).
By learning by comparing with T, the hydraulic pressure Pcl dropped by the first drain at the time of the next shift control (representing the decrease amount)
The final value Pcl0 'is determined by the following equation (3).
【００３０】 Ｐcl0 ′＝Ｐcl0 −（Ｔ−ｔ）×ａ …（３）[0030] Pcl0 ′ = Pcl0− (T−t) × a (3)
【００３１】ここで、ａは既に述べたように、ファース
トドレン後の油圧Ｐclの下げ勾配を表わす負の所定係数
である。この新しい、ファーストドレン終値Ｐcl0 ′
は、次回の変速制御で用いるためにコンピュータ４０
（学習手段）に記憶しておく。Here, a is, as described above, a negative predetermined coefficient representing the decreasing gradient of the hydraulic pressure Pcl after the first drain. This new, first drain closing price Pcl0 ′
Is the computer 40 for use in the next shift control.
It is stored in (learning means).
【００３２】上記（３）式から分かるように、ローギヤ
クラッチＣＬの滑りが発生する時点ｔが目標値Ｔより早
い（ｔ＜Ｔ）場合には、Ｔ−ｔ＞０であるが、ａ＜０で
あるので、−（Ｔ−ｔ）×ａ＞０となり、新しいファー
ストドレン終値Ｐcl0 ′は前より大きくなる。従って、
図５に示すように、油圧Ｐclの新しい低下量Ｄ′は前の
低下量Ｄより小さな値に修正される。As can be seen from the above equation (3), when the time point t when the low gear clutch CL slips is earlier than the target value T (t <T), T-t> 0, but a <0. Therefore,-(T-t) * a> 0, and the new first drain final price Pcl0 'becomes larger than before. Therefore,
As shown in FIG. 5, the new decrease amount D ′ of the hydraulic pressure Pcl is corrected to a value smaller than the previous decrease amount D.
【００３３】又、図示は省略するが、逆に、前記滑りが
発生する時点ｔが目標値Ｔより遅い（ｔ＞Ｔ）場合に
は、Ｔ−ｔ＜０、ａ＜０より−（Ｔ−ｔ）×ａ＜０とな
るので、新しいファーストドレン終値Ｐcl0 ′は前より
小さくなり、油圧Ｐclの低下量は前より大きな値に修正
される。Although not shown, conversely, when the time point t at which the slippage occurs is later than the target value T (t> T), T-t <0, a <0,-(T- Since t) × a <0, the new first drain final value Pcl0 ′ becomes smaller than before, and the decrease amount of the hydraulic pressure Pcl is corrected to a value larger than before.
【００３４】このように、本実施形態では、変速時にお
いて、解放するクラッチが滑り始める時間ｔが目標値Ｔ
に対して早い場合には、解放するクラッチの油圧の緩や
かな下げの始まりの油圧値が低すぎると判断して、前記
緩やかな油圧の下げ開始前の上記ファーストドレン時の
油圧の落とし幅（低下量）を小さくするように修正し
て、クラッチが滑り始めるのを遅くする。As described above, in this embodiment, the time t at which the clutch to be released starts slipping during the gear shift is the target value T.
If it is early, it is judged that the hydraulic pressure value at the beginning of the gradual reduction of the hydraulic pressure of the clutch to be released is too low, and the drop range (decrease of the hydraulic pressure at the first drain before the gradual reduction of the hydraulic pressure is started) Modify the amount) to slow down the clutch starting to slip.
【００３５】又、解放するクラッチが滑り始める時間が
目標値に対して遅い場合には、解放するクラッチの油圧
の緩やかな下げの始まりの油圧値が高すぎると判断し
て、前記ファーストドレン時の油圧の低下量を大きくす
るように修正して、いずれにしてもクラッチの滑りが急
激に発生して、エンジンが吹き上るのを防止すると共
に、変速時間を短縮することができる。Further, when the time for the releasing clutch to start slipping is later than the target value, it is judged that the hydraulic pressure value at the beginning of the gradual reduction of the hydraulic pressure of the releasing clutch is too high, and the value at the time of the first drain is set. It is possible to prevent the engine from being blown up due to sudden slippage of the clutch in any case by modifying the hydraulic pressure so that the amount of decrease in hydraulic pressure is large, and it is possible to shorten the shift time.
【００３６】[0036]
【発明の効果】以上説明したように、本発明によれば、
製品間のばらつきや経時変化に拘らず、低速段側摩擦係
合要素の伝達トルク容量を急速に低下させる、その低下
量を低速段側摩擦係合要素の滑りが発生しない程度の必
要最低限の値に設定することができるため、エンジンの
吹き上りが発生することを防止しつつ、変速時間を短縮
することができる。As described above, according to the present invention,
The transmission torque capacity of the low-speed-stage frictional engagement element is rapidly reduced regardless of variations between products and changes over time. Since the value can be set, the shift time can be shortened while preventing the engine from rising.
【００３７】又、閉ループ制御ではないため、複雑な制
御系を必要とせず、油圧の応答遅れやアクチュエータの
応答遅れ等に起因した制御不良やハンチングが発生する
恐れもない。Further, since it is not closed loop control, a complicated control system is not required, and there is no fear of control failure or hunting due to hydraulic response delay or actuator response delay.
【図１】本発明の要旨を示す概念図FIG. 1 is a conceptual diagram showing the gist of the present invention.
【図２】本発明の適用される自動変速機を表わす概略構
成図FIG. 2 is a schematic configuration diagram showing an automatic transmission to which the present invention is applied.
【図３】本実施形態の変速制御を表わすフローチャートFIG. 3 is a flowchart showing a shift control of the present embodiment.
【図４】本実施形態の変速制御における各制御量の変化
を表わす線図FIG. 4 is a diagram showing a change in each control amount in the shift control of the present embodiment.
【図５】本実施形態の変速制御におけるファーストドレ
ン時の油圧低下量の修正を表わす線図FIG. 5 is a diagram showing correction of a hydraulic pressure reduction amount during first drain in the shift control of the present embodiment.
２…トルクコンバータ ４…変速部 １０…エンジン出力軸 １２…ポンプ １４…一方向クラッチ １５…ケース １６…ステータ １８…タービン ２０…変速機入力軸 ２２…ハイギヤ対 ２４…ローギヤ対 ２６…出力軸 ３０…油圧制御装置 ４０…コンピュータ ５０…各種センサ ＣＨ…ハイギヤクラッチ ＣＬ…ローギヤクラッチ 2 ... Torque converter 4 ... Transmission section 10 ... Engine output shaft 12 ... Pump 14 ... One-way clutch 15 ... Case 16 ... Stator 18 ... turbine 20 ... Transmission input shaft 22 ... High gear pair 24 ... Low gear pair 26 ... Output shaft 30 ... Hydraulic control device 40 ... Computer 50 ... Various sensors CH ... High gear clutch CL ... Low gear clutch
───────────────────────────────────────────────────── フロントページの続き (58)調査した分野(Int.Cl.7，ＤＢ名) F16H 59/00 - 61/12 F16H 61/16 - 61/24 F16H 63/40 - 63/48 ─────────────────────────────────────────────────── ─── Continuation of the front page (58) Fields surveyed (Int.Cl. 7 , DB name) F16H 59/00-61/12 F16H 61/16-61/24 F16H 63/40-63/48
Claims (2)
に、高速段側摩擦係合要素を係合して、クラッチツウク
ラッチパワーオンアップシフトを行う自動変速機の変速
制御装置において、 前記アップシフトの実行により、変速過程における前記
低速段側摩擦係合要素に滑りが発生する時点を検出する
手段と、 前記低速段側摩擦係合要素の伝達トルク容量を急速に低
下させた後、前記低速段側摩擦係合要素に滑りが発生す
る前記時点が検出されるまで緩やかに低下させる一方、
該滑りが発生する時点が検出された以降は前記高速段側
摩擦係合要素の伝達トルク容量を上昇させ、同時に前記
低速段側摩擦係合要素の伝達トルク容量を低下させる、
制御手段と、 前記低速段側摩擦係合要素の伝達トルク容量を、急速に
低下させる低下量を、前記滑りが発生する時点が変速過
程における所望の時点よりも早い場合には小さく修正
し、遅い場合には大きく修正すると共に、該修正した低
下量を記憶する学習手段と、を備え、 前記制御手段は、前記学習手段により記憶された低下量
に基づき前記低速段側摩擦係合要素の伝達トルク容量を
急速に低下させることを特徴とする自動変速機の変速制
御装置。1. A shift control device for an automatic transmission, which disengages a low speed gear side friction engagement element and engages a high speed gear side friction engagement element to perform clutch-to-clutch power- on upshift. Means for detecting a time point at which the low-speed-stage side frictional engagement element slips during the shift process by executing the shift, and the transmission torque capacity of the low-speed-stage side frictional engagement element is rapidly reduced and then the low-speed While gradually lowering until the time when the slip occurs in the step side frictional engagement element is detected,
After the time point at which the slip occurs is detected, the transmission torque capacity of the high speed gear side friction engagement element is increased, and at the same time the transmission torque capacity of the low speed gear side friction engagement element is decreased.
The control means and the reduction amount for rapidly reducing the transmission torque capacity of the low speed side friction engagement element are corrected to be small when the time when the slip occurs is earlier than the desired time in the speed change process, and the speed is slowed. In this case, the learning means stores a large amount of correction and stores the corrected amount of decrease, and the controller controls the transmission torque of the low speed stage frictional engagement element based on the amount of decrease stored by the learning unit. A shift control device for an automatic transmission, characterized by rapidly reducing the capacity.
に、高速段側摩擦係合要素を係合して、クラッチツウク
ラッチパワーオンアップシフトを行う自動変速機の変速
制御装置において、 前記アップシフトの実行により、変速過程における前記
低速段側摩擦係合要素が滑り始めた時点を検出する手段
と、 前記低速段側摩擦係合要素の伝達トルク容量を急速に低
下させた後、前記低速段側摩擦係合要素が滑り始めた時
点が検出されるまで緩やかに低下させる一方、該滑り始
めた時点が検出された以降は前記高速段側摩擦係合要素
の伝達トルク容量を上昇させ、同時に前記低速段側摩擦
係合要素の伝達トルク容量を低下させる、制御手段と、 前記低速段側摩擦係合要素の伝達トルク容量を、急速に
低下させる低下量を、該低速段側摩擦係合要素が滑り始
めた時点が変速過程における所望の時点よりも早い場合
には小さく修正し、遅い場合には大きく修正すると共
に、該修正した低下量を記憶する学習手段と、を備え、 前記制御手段は、前記学習手段により記憶された低下量
に基づき前記低速段側摩擦係合要素の伝達トルク容量を
急速に低下させることを特徴とする自動変速機の変速制
御装置。2. A shift control device for an automatic transmission for releasing a low speed side frictional engagement element and engaging a high speed side frictional engagement element to perform clutch-to-clutch power- on upshift. Means for detecting a time point when the low speed side frictional engagement element starts to slide in the shifting process by executing the shift, and the transmission torque capacity of the low speed side frictional engagement element is rapidly reduced, and then the low speed stage While gradually decreasing until the time point when the side frictional engagement element starts to slide is detected, after the time point when the sliding start point is detected, the transmission torque capacity of the high speed step side frictional engagement element is increased, and at the same time, The control means for reducing the transmission torque capacity of the low speed stage side friction engagement element, and the reduction amount for rapidly reducing the transmission torque capacity of the low speed stage side friction engagement element, Smooth When the starting time is earlier than the desired time in the shifting process, the correction is made small, and when it is late, the correction is made large and learning means for storing the corrected amount of decrease is provided, and the control means is provided. A shift control device for an automatic transmission, wherein the transmission torque capacity of the low speed stage side frictional engagement element is rapidly reduced based on the reduction amount stored by the learning means.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP27911195A JP3525585B2 (en) | 1995-10-26 | 1995-10-26 | Transmission control device for automatic transmission |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP27911195A JP3525585B2 (en) | 1995-10-26 | 1995-10-26 | Transmission control device for automatic transmission |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH09119515A JPH09119515A (en) | 1997-05-06 |
| JP3525585B2 true JP3525585B2 (en) | 2004-05-10 |
Family
ID=17606577
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP27911195A Expired - Lifetime JP3525585B2 (en) | 1995-10-26 | 1995-10-26 | Transmission control device for automatic transmission |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP3525585B2 (en) |
Families Citing this family (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE19744100C2 (en) * | 1997-10-06 | 1999-08-12 | Zahnradfabrik Friedrichshafen | Method for pressure adaptation of an overlap upshift |
| JP4799215B2 (en) * | 2006-03-03 | 2011-10-26 | ダイハツ工業株式会社 | Shift control device for automatic transmission for vehicle |
-
1995
- 1995-10-26 JP JP27911195A patent/JP3525585B2/en not_active Expired - Lifetime
Also Published As
| Publication number | Publication date |
|---|---|
| JPH09119515A (en) | 1997-05-06 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| US5931885A (en) | Hydraulic control system for an automatic transmission | |
| JPH1182721A (en) | Shift control device of automatic transmission | |
| US6503165B1 (en) | Hydraulic control device for automatic transmission | |
| US7108633B2 (en) | Control apparatus for automatic transmission | |
| JP3750328B2 (en) | Shift control device for automatic transmission | |
| JP3112569B2 (en) | Transmission control device for automatic transmission | |
| JP2012062998A (en) | Lock-up clutch controller of automatic transmission | |
| JP3525585B2 (en) | Transmission control device for automatic transmission | |
| JP2002227989A (en) | Hydraulic control unit of automatic transmission | |
| JP3492295B2 (en) | Shift control method for automatic transmission | |
| JPH11190424A (en) | Control method for lock up clutch | |
| JP3498473B2 (en) | Control device for automatic transmission for vehicles | |
| KR19980049798A (en) | Shift control method of automatic transmission before stop | |
| JPH09133205A (en) | Shift controller in automatic transmission | |
| JP3240246B2 (en) | Hydraulic control device for hydraulically operated transmission for vehicle | |
| JPH0989093A (en) | Speed change control device for automatic transmission | |
| JP3152111B2 (en) | Shift control method for automatic transmission | |
| JP3837610B2 (en) | Automatic transmission lockup control device | |
| JPH11201272A (en) | Shift control device of automatic transmission | |
| JP2903953B2 (en) | Transmission control device for automatic transmission | |
| JP3303699B2 (en) | Fail safe device for creep prevention device for automatic transmission | |
| JP2827774B2 (en) | One-way clutch engagement shock prevention device for automatic transmission | |
| JP2677080B2 (en) | Transmission control device for automatic transmission | |
| JP3562157B2 (en) | Transmission control device for automatic transmission | |
| JP3478013B2 (en) | Transmission control device for automatic transmission |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| TRDD | Decision of grant or rejection written | ||
| A01 | Written decision to grant a patent or to grant a registration (utility model) |
Free format text: JAPANESE INTERMEDIATE CODE: A01 Effective date: 20040127 |
|
| A61 | First payment of annual fees (during grant procedure) |
Free format text: JAPANESE INTERMEDIATE CODE: A61 Effective date: 20040209 |
|
| R150 | Certificate of patent (=grant) or registration of utility model |
Free format text: JAPANESE INTERMEDIATE CODE: R150 |
|
| FPAY | Renewal fee payment (prs date is renewal date of database) |
Free format text: PAYMENT UNTIL: 20080227 Year of fee payment: 4 |
|
| FPAY | Renewal fee payment (prs date is renewal date of database) |
Free format text: PAYMENT UNTIL: 20090227 Year of fee payment: 5 |
|
| FPAY | Renewal fee payment (prs date is renewal date of database) |
Free format text: PAYMENT UNTIL: 20100227 Year of fee payment: 6 |
|
| FPAY | Renewal fee payment (prs date is renewal date of database) |
Free format text: PAYMENT UNTIL: 20110227 Year of fee payment: 7 |
|
| FPAY | Renewal fee payment (prs date is renewal date of database) |
Free format text: PAYMENT UNTIL: 20110227 Year of fee payment: 7 |
|
| FPAY | Renewal fee payment (prs date is renewal date of database) |
Free format text: PAYMENT UNTIL: 20120227 Year of fee payment: 8 |
|
| FPAY | Renewal fee payment (prs date is renewal date of database) |
Free format text: PAYMENT UNTIL: 20120227 Year of fee payment: 8 |
|
| FPAY | Renewal fee payment (prs date is renewal date of database) |
Free format text: PAYMENT UNTIL: 20130227 Year of fee payment: 9 |
|
| FPAY | Renewal fee payment (prs date is renewal date of database) |
Free format text: PAYMENT UNTIL: 20130227 Year of fee payment: 9 |
|
| FPAY | Renewal fee payment (prs date is renewal date of database) |
Free format text: PAYMENT UNTIL: 20140227 Year of fee payment: 10 |
|
| EXPY | Cancellation because of completion of term |