JP2002089701A - Shift control device of automatic transmission - Google Patents

Abstract

PROBLEM TO BE SOLVED: To control releasing side hydraulic fluid pressure or fastening side hydraulic fluid pressure so as not to cause racing and so as not to cause a pull by interlock at shift change time. SOLUTION: At racing non-causation time when the gear ratio i does not exceeds the racing judging gear ratio is in a shift change as indicated by a broken line in (a), the timing for starting to reduce a releasing side hydraulic fluid pressure command value P0 is quickened by a small prescribed time C as indicated by a continuous line at next shift time. Thus, release of a releasing side friction element is relatively quickened to fastening of a fastening side friction element decided by a fastening side hydraulic fluid pressure command value Pc, and pull-in of torque by an interlock tendency can be eliminated as an output torque waveform as indicated by a continuous line. When the i exceeds the is as indicated by a continuous line in (b) when the racing is caused by repetition of learning control, the timing for starting to reduce the command value Pc is delayed by a large expected time A as indicated by a continuous line in (c). Thus, the release of the releasing side friction element is delayed to prevent the racing. Afterwards, the timing for starting to reduce the command value P0 is quickened by a small prescribed time C as indicated by a continuous line (d), and this learning is repeated until the racing is caused.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a shift control device for an automatic transmission, and more particularly to a shift control device for fastening a first friction element among a plurality of friction elements by increasing a working oil pressure and lowering a second friction element. The present invention relates to a shift control device for suitably performing a shift performed by changing a friction element to be released.

[0002]

2. Description of the Related Art An automatic transmission determines a power transmission path (gear stage) of a gear transmission system by selectively hydraulically operating (engaging) a plurality of friction elements such as clutches and brakes.
The shift to another shift speed is performed by switching the operated friction element.

[0003] Since the automatic transmission has such a configuration, the automatic transmission is engaged by changing the so-called friction element, in which the first friction element is engaged by increasing the operating oil pressure and the second friction element is released by decreasing the operating oil pressure. A shift will be present. In the present specification, a friction element to be switched from the engaged state to the released state during the shift change is referred to as a release-side friction element, and its operating oil pressure is referred to as a release-side operating oil pressure, and a friction element to be switched from the released state to the engaged state is referred to as a friction element. The engagement side friction element and its operating oil pressure are referred to as engagement side operation oil pressure.

[0004] In the case of changing the friction element at the time of the gear shift, it is preferable that the operating oil pressure of the disengagement side friction element, ie, the release side operation oil pressure, and the operating oil pressure of the engagement side friction element, ie, the engagement side operation oil pressure, rise. If it does not progress with a sufficient correlation, the time during which both friction elements are in the engaged state is prolonged, so that a so-called interlock tendency causes a large torque pull-in during the torque phase, or both friction elements enter the released state. The shift quality of the automatic transmission is degraded, for example, due to the occurrence of time and the occurrence of idle running of the engine at the preceding stage of the automatic transmission and the extension of the shift.

Therefore, conventionally, for example, Japanese Unexamined Patent Publication No.
As described in Japanese Patent Laid-Open Publication No. 1 (1993), when engine idling is detected during the above-mentioned shift change, the timing of lowering the release-side operating oil pressure is delayed in the next shift, so that the engagement-side friction element is relatively disengaged. Shift control has been proposed in which the release of the release-side friction element is delayed so that the engine does not run idle.

Japanese Patent Application Laid-Open No. 5-180323 discloses that
As described above, in addition to the technique of delaying the timing of lowering the release-side hydraulic pressure when the engine is idling, a decrease in the rotational acceleration of the engine during the shift change is regarded as an interlock tendency. Transmission control has been proposed in which the timing of decrease in torque is accelerated, and the release of the release-side friction element is advanced relatively to the engagement of the engagement-side friction element, thereby eliminating the torque pull-in shock due to the interlock tendency. .

[0007]

SUMMARY OF THE INVENTION The former Japanese Patent Laid-Open No. 3-24 / 1990.
In the shift change control described in Japanese Patent No. 9471, the timing of decreasing the release hydraulic pressure is learned only in the direction in which the interlock tends to be made with only the engine idling prevention in mind. There is no way to correct this when learning that delays the drop timing of the release hydraulic pressure due to variation is not performed, and the accumulation of the learning eventually increases the interlock tendency during the shift shift, and the shift shift Inevitably, there is a problem of a shift characteristic such that a torque pull-in shock occurs every time.

In the latter shift change control described in Japanese Patent Application Laid-Open No. 5-180323, not only learning to delay the timing of lowering the release-side operating oil pressure to cause an interlock tendency when an engine idling occurs, When the engine rotation acceleration decreases due to locking tendency,
Since the shift control is performed so as to eliminate the interlock tendency by reversing the timing of lowering the release hydraulic pressure, the above-described problem can be prevented. However, the release control after the occurrence of the interlock that reduces the rotational acceleration of the engine occurs. Since the learning to advance the timing of lowering the operating oil pressure is performed, there arises a problem that a torque pull-in shock occurs due to an interlock tendency before the learning is performed.

According to the first aspect of the present invention, the shift control of the prior art, which delays the timing of lowering the release hydraulic pressure at the time of idling of the input side rotation of the transmission, follows the shift control of the prior art. Regarding the shift control that advances the hydraulic pressure drop timing earlier, the control is not performed after waiting for the occurrence of the interlock tendency, but rather unconditionally, by making the control to gradually advance the release side hydraulic pressure drop timing every time the gear shifts. It is an object of the present invention to solve the above-mentioned problem without any occurrence of the problem.

According to a second aspect of the present invention, the operation and effect of the first aspect of the present invention are further ensured by appropriately controlling the amount by which the timing of lowering the release-side operating oil pressure is gradually advanced each time the gear is shifted, as described above. The purpose is to.

According to a third aspect of the present invention, the rate of decrease in the release-side hydraulic pressure is used instead of the reduction timing of the release-side hydraulic pressure in the first aspect of the invention, as a control object for preventing the tendency of idling and interlock. It is an object of the present invention to obtain the same function and effect by adjusting the amount.

A fourth aspect of the present invention is to control the amount by which the decreasing rate of the release-side operating oil pressure is gradually increased every time the gear is shifted, except when the idling is occurring, to thereby effect the operation of the third aspect of the invention. It is intended to further secure

According to a fifth aspect of the present invention, as a control object for preventing the tendency of the engine to be idling and the interlock, the timing of increasing the operating hydraulic pressure of the engagement side instead of the timing of decreasing the operating hydraulic pressure of the first invention. It is an object of the present invention to obtain the same operation and effect by changing the above.

According to a sixth aspect of the present invention, the effect of the fifth aspect of the present invention is achieved by appropriately controlling the amount by which the timing of increasing the hydraulic pressure on the engagement side is gradually reduced every time the gear is shifted, except during occurrence of idling. It is intended to further secure

According to a seventh aspect of the present invention, as an object to be controlled to prevent the tendency of an idling and an interlock, the increasing rate of the engagement side operating oil pressure is used instead of the decrease timing of the release side operating oil pressure in the first invention. It is an object of the present invention to obtain the same operation and effect by changing the above.

According to an eighth aspect of the present invention, the operation and effect of the seventh aspect of the present invention are achieved by appropriately controlling the amount by which the rate of increase of the engagement side operating oil pressure is gradually reduced every time the gear is shifted, except during occurrence of idling. It is intended to further secure

According to a ninth aspect of the present invention, when the above control target is operated to detect the idle rotation of the rotation on the input side of the transmission and to prevent the idle rotation, the engine is actually idled. It is an object of the present invention to eliminate the above-mentioned idling by the operation before the operation is performed, and to prevent the idling from occurring before the driver notices the phenomenon of the idling.

[0018]

SUMMARY OF THE INVENTION To achieve these objects, a first aspect of the present invention provides a shift control device for an automatic transmission, in which a first friction element among a plurality of friction elements is fastened by increasing hydraulic pressure. After receiving a signal related to the operating oil pressure of the first friction element, after a set time, the second friction element is released by lowering the operating oil pressure, and an automatic shift having a shift performed by switching between the first and second friction elements is performed. In the transmission, when the idling of the transmission input side rotation is detected during the shift, the set time is changed so that the timing to start lowering the working oil pressure related to the second friction element is delayed by a predetermined time, While the transmission input side rotation is not detected,
It is characterized in that the set time is changed so that the timing to start lowering the operating oil pressure related to the second friction element is earlier by a predetermined time shorter than the scheduled time.

According to a second aspect of the present invention, there is provided a transmission control device for an automatic transmission according to the first aspect, wherein an effective gear ratio represented by a ratio of a transmission input / output speed is changed from a pre-shift gear ratio to a post-shift gear ratio. The operating oil pressure of the first friction element at the start of the inertia phase that has begun to change is compared with the torque sharing pressure required for the friction element to generate a coupling capacity that balances the transmission input torque, and If the operating oil pressure at the start of the inertia phase of the friction element is a value within a predetermined range with the torque sharing pressure interposed therebetween, and if it is not less than a value within the predetermined range, the predetermined time is extended, When the value is less than the value within the range, the predetermined time is shortened.

A shift control device for an automatic transmission according to a third aspect of the present invention engages a first friction element among a plurality of friction elements by increasing the operating oil pressure, and receives a signal related to the operating oil pressure of the first friction element. After a set time, the second friction element is released due to a decrease in operating oil pressure, and the first and second friction elements are released.
In the automatic transmission having the shift performed by changing the friction element, when the idle of the transmission input side rotation is detected during the shift, the reduction rate of the working oil pressure related to the second friction element is set to the predetermined rate. And reducing the rate of decrease of the working oil pressure related to the second frictional element by a predetermined rate smaller than the predetermined rate while the idle rotation of the transmission input side rotation is not detected. Is what you do.

According to a fourth aspect of the present invention, there is provided a transmission control apparatus for an automatic transmission according to the third aspect, wherein the effective gear ratio represented by the transmission input / output rotation ratio is changed from the pre-shift gear ratio to the post-shift gear ratio. The operating oil pressure of the first friction element at the start of the inertia phase that has begun to change is compared with the torque sharing pressure required for the friction element to generate a coupling capacity that balances the transmission input torque, and When the operating oil pressure at the start of the inertia phase of the friction element is a value within a predetermined range with the torque sharing pressure interposed therebetween, and when the operating oil pressure is not less than a value within the predetermined range, the predetermined ratio is increased. When the value is less than the value within the range, the predetermined ratio is reduced.

A shift control device for an automatic transmission according to a fifth aspect of the present invention engages a first friction element among a plurality of friction elements by increasing the operating oil pressure and receives a signal related to the operating oil pressure of the first friction element. After a set time, the second friction element is released due to a decrease in operating oil pressure, and the first and second friction elements are released.
In the automatic transmission having a shift performed by changing the friction element, when the idle of the transmission input side rotation is detected during the shift, a timing to start increasing the operating oil pressure related to the first friction element is scheduled. A time that is earlier than the predetermined time by a predetermined time shorter than the predetermined time while the idle speed of the transmission input-side rotation is not detected while detecting the idling of the transmission input side rotation. It is a feature.

According to a sixth aspect of the present invention, in the transmission control apparatus for an automatic transmission according to the fifth aspect, the effective gear ratio represented by the ratio of the input / output rotation speed of the transmission changes from the gear ratio before the shift to the gear ratio after the shift. The operating oil pressure of the first friction element at the start of the inertia phase that has begun to change is compared with the torque sharing pressure required for the friction element to generate a coupling capacity that balances the transmission input torque, and If the operating oil pressure at the start of the inertia phase of the friction element is a value within a predetermined range with the torque sharing pressure interposed therebetween, and if it is not less than a value within the predetermined range, the predetermined time is extended, When the value is less than the value within the range, the predetermined time is shortened.

A shift control device for an automatic transmission according to a seventh aspect of the present invention engages a first friction element among a plurality of friction elements by increasing the operating oil pressure, and receives a signal related to the operating oil pressure of the first friction element. After a set time, the second friction element is released due to a decrease in operating oil pressure, and the first and second friction elements are released.
In an automatic transmission having a shift performed by changing the friction element, when an idle rotation of the transmission input side rotation is detected during the shift, the increase rate of the working oil pressure related to the first friction element is set to a predetermined rate. And increasing the operating oil pressure related to the first frictional element by a predetermined ratio smaller than the predetermined ratio while the idle rotation of the transmission input side rotation is not detected. Is what you do.

According to an eighth aspect of the present invention, in the shift control device for an automatic transmission according to the seventh aspect, the effective gear ratio represented by the ratio of the input / output rotational speed of the transmission changes from the gear ratio before the shift to the gear ratio after the shift. The operating oil pressure of the first friction element at the start of the inertia phase that has begun to change is compared with the torque sharing pressure required for the friction element to generate a coupling capacity that balances the transmission input torque, and When the operating oil pressure at the start of the inertia phase of the friction element is a value within a predetermined range with the torque sharing pressure interposed therebetween, and when the operating oil pressure is not less than a value within the predetermined range, the predetermined ratio is increased. When the value is less than the value within the range, the predetermined ratio is reduced.

A transmission control apparatus for an automatic transmission according to a ninth aspect of the present invention, according to any one of the first to eighth aspects, detects idle rotation of the transmission input shaft rotation as the rotation of the transmission input side rotation. It is characterized in that the set value for determining the idling of the transmission input shaft rotation for the detection is a small set value before appearing as idling of the engine rotation.

[0027]

According to the first aspect of the invention, while the first friction element is fastened by increasing the operating oil pressure, the second friction element is engaged after a set time by receiving a signal relating to the operating oil pressure of the first friction element. If an idle rotation of the transmission input side rotation is detected during the shift change of the automatic transmission that is released by lowering the operating oil pressure, the start timing of the lowering of the operating oil pressure related to the second friction element is delayed by a predetermined time. If you change the setting time of, and do not detect the idling of the transmission input side rotation,
The set time is changed so that the start timing of the decrease of the operating oil pressure related to the second friction element is earlier by a predetermined time shorter than the scheduled time.

The former control at the time of idling detection, in which the set time is changed so that the timing to start lowering the operating oil pressure related to the second friction element is delayed by the scheduled time, the release timing of the friction element is set to the first time. The above-mentioned idling can be prevented by relatively delaying the engagement of the friction element. Further, the latter control at the time of non-driving detection, that is, the control of changing the set time so that the timing to start lowering the operating oil pressure related to the second friction element is advanced by a predetermined time shorter than the scheduled time, is the second control. The timing of starting the release of the friction element is relatively advanced with respect to the engagement of the first friction element to prevent the occurrence of the interlock tendency, thereby eliminating the occurrence of the torque pull-in shock due to the interlock tendency and the former. This control is also used to correct the occurrence of an interlocking tendency caused by erroneously delaying the start timing of the decrease in the operating oil pressure related to the second friction element due to erroneous learning or variation in repetition.

In the latter control, in order to advance the start timing of the decrease of the working oil pressure related to the second frictional element at a slow speed determined by the above-mentioned short predetermined time, the control immediately causes the re-generation of the idling and the control. Hunting does not occur. Also, the latter control is not performed after the occurrence of the interlock tendency, but rather unconditionally advances the start timing of the decrease of the working oil pressure related to the second friction element as long as the former control is not performed. Therefore, it is possible to prevent the occurrence of the interlock tendency before the occurrence of the interlock tendency is detected, and it is possible to eliminate the occurrence of the interlock tendency and to solve the above-described problem of the conventional device.

In the second invention, the operating oil pressure of the first friction element at the start of the inertia phase is compared with a torque sharing pressure necessary for the friction element to generate a coupling capacity that balances the transmission input torque. Compared to the case where the operating oil pressure at the start of the inertia phase of the first friction element is within a predetermined range with respect to the torque sharing pressure,
When the value is equal to or more than the value in the predetermined range, the predetermined time in the first invention is extended, and when the value is less than the value in the predetermined range, the predetermined time is shortened. When the operating oil pressure at the start is equal to or greater than a value within a predetermined range with respect to the torque sharing pressure,
Because the timing of lowering the engagement capacity of the second friction element is late and the start of slipping of the friction element is delayed,
If the operating oil pressure of the friction element does not reach the above-mentioned height, the inertia phase does not start, and if a shift with an interlock tendency is occurring, the amount of hastening the start timing of the decrease of the operating oil pressure related to the second friction element is large. As a result, the state of the interlock tendency can be quickly eliminated,
When the operating oil pressure of the first friction element at the start of the inertia phase is less than a value within a predetermined range with the torque sharing pressure interposed therebetween, that is, the timing of decreasing the engagement capacity of the second friction element is equal to the first friction element. Since the sum of the engagement capacities of these friction elements is a marginal value that causes the turbine to run idle earlier than the timing of the increase in the engagement capacity, the inertia from the time when the operating oil pressure of the first friction element is considerably low is increased. In the state immediately before the start of the phase where the phase starts, the amount of hastening the timing to start lowering the operating oil pressure related to the second friction element can be reduced to prevent the state from being suddenly set to the idling state. The operation and effect of the first invention can be further ensured.

According to the third aspect of the present invention, during the shift change of the automatic transmission, the first friction element is fastened by increasing the operating oil pressure and the second friction element is released by lowering the operating oil pressure, and the transmission input side is changed. When it detects a spinning blow,
The reduction rate of the operating oil pressure related to the second friction element is reduced by a predetermined rate, and while no idle rotation of the transmission input side rotation is detected, the reduction rate of the operating oil pressure related to the second friction element is set to be smaller than the predetermined rate. Are also increased by small predetermined ratios.

The former control at the time of idling detection for reducing the decrease rate of the operating oil pressure related to the second friction element by a predetermined rate is performed by setting the release start timing of the second friction element to the first friction element.
The above-mentioned idling can be prevented by relatively delaying the engagement of the friction element. Further, the latter control at the time of non-driving detection, that is, the control of increasing the decrease rate of the operating oil pressure related to the second friction element by a predetermined rate smaller than the above-mentioned predetermined rate, sets the release start timing of the second friction element. It is possible to prevent the occurrence of the interlock tendency relatively earlier than the engagement of the first friction element, to eliminate the occurrence of the torque pull-in shock due to the interlock tendency, and to control the former by erroneous learning or repetition. It is also used to correct the interlock tendency when the slip amount change rate of the second friction element is erroneously reduced due to variation.

In the latter control, in order to increase the decreasing rate of the operating oil pressure related to the second frictional element at a slow speed determined by the above-mentioned small predetermined rate, the control immediately causes the re-generation of the idling and the control. Hunting does not occur. In addition, the latter control is not performed after waiting for the occurrence of the interlock tendency, but the rate of decrease in the operating oil pressure related to the second frictional element is slowly increased unconditionally while the former control is not performed. Therefore, it is possible to prevent the occurrence of the interlock tendency before the occurrence of the interlock tendency is detected, and it is possible to eliminate the occurrence of the interlock tendency and to solve the above-described problem of the conventional device.

According to a fourth aspect of the present invention, the hydraulic pressure of the first friction element at the start of the inertia phase is compared with a torque sharing pressure necessary for the friction element to generate a coupling capacity that balances the input torque of the transmission. Compared to the case where the operating oil pressure at the start of the inertia phase of the first friction element is within a predetermined range with respect to the torque sharing pressure,
When the value is equal to or more than the value within the predetermined range, the predetermined ratio in the third invention is increased, and when the value is less than the value within the predetermined range, the predetermined ratio is reduced. When the operating oil pressure at the start is equal to or greater than a value within a predetermined range with respect to the torque sharing pressure, that is, since the engagement capacity decrease timing of the second friction element is late and the slip start of the friction element is delayed. When the inertia phase does not start and the interlock tendency shift occurs unless the operating oil pressure of the first friction element reaches the above-mentioned height, the amount by which the decreasing rate of the operating oil pressure related to the second friction element is increased. And the state of the interlock tendency can be quickly eliminated, and the operating oil pressure at the start of the inertia phase of the first frictional element increases the torque sharing pressure. In other words, when the engagement capacity decrease timing of the second friction element is earlier than the engagement capacity increase timing of the first friction element, the sum of the engagement capacities of these friction elements is smaller than the value within the predetermined range. Since the inertia phase starts when the operating oil pressure of the first frictional element is considerably low because the value is a marginal value that causes the rotation of the engine to rotate, the second state is set immediately before the engine starts to rotate.
Thus, it is possible to prevent the amount of increase in the decrease rate of the working oil pressure related to the friction element from being reduced to prevent a sudden blow-off state, whereby the above-described operation and effect of the third invention can be further ensured. It becomes possible.

According to a fifth aspect of the present invention, during the shift change of the automatic transmission, the first friction element is fastened by increasing the operating oil pressure and the second friction element is released by lowering the operating oil pressure. When it detects a spinning blow,
The start timing of the rise of the working oil pressure related to the first friction element is advanced by the scheduled time, and the start timing of the rise of the working oil pressure related to the first friction element is set to the predetermined time as long as the idle rotation of the transmission input side rotation is not detected. It is delayed by a predetermined time shorter than the time.

The former control at the time of idling detection in which the rising start timing of the operating oil pressure related to the first friction element is advanced by the scheduled time is performed by disengaging the first friction element to release the second friction element. On the other hand, it is possible to prevent the above-mentioned air blow relatively early. The latter control at the time of non-driving detection, that is, the control of delaying the rising start timing of the operating oil pressure related to the first friction element by a predetermined time shorter than the above-mentioned scheduled time, is performed by engaging the engagement of the first friction element. It is possible to prevent the occurrence of the interlock tendency by delaying the release of the second friction element relatively, to prevent the occurrence of the torque pull-in shock due to the interlock tendency, and to control the former by erroneous learning or repetition. When the interlock tendency is caused by erroneously increasing the start timing of increasing the engagement capacity of the first friction element due to the variation, the interlock tendency is corrected.

In the latter control, the start of raising the operating oil pressure related to the first friction element is delayed at a slow speed determined by the above-mentioned short predetermined time. No hunting of control will occur. Also, the latter control is not performed after the occurrence of the interlock tendency, but the start timing of the hydraulic pressure for the first frictional element is increased unconditionally while the former control is not performed. Therefore, it is possible to prevent the occurrence of the interlock tendency before detecting the occurrence of the interlock tendency, eliminate the occurrence of the interlock tendency, and solve the above-described problem of the conventional device. Become.

In the sixth invention, the operating oil pressure of the first friction element at the start of the inertia phase is compared with a torque sharing pressure required for the friction element to generate a coupling capacity that balances the transmission input torque. Compared to the case where the operating oil pressure at the start of the inertia phase of the first friction element is within a predetermined range with respect to the torque sharing pressure,
When the value is equal to or more than the value within the predetermined range, the predetermined time in the fifth invention is extended, and when the value is less than the value within the predetermined range, the predetermined time is shortened. When the operating oil pressure at the time is equal to or more than a value within a predetermined range with respect to the torque sharing pressure, that is, since the timing of decreasing the engagement capacity of the second friction element is late and the slip start of the friction element is delayed, When the hydraulic pressure of the first frictional element does not reach the above-mentioned level, the inertia phase does not start, and if a shift with an interlock tendency is occurring, the amount of delaying the rising start timing of the hydraulic pressure related to the first frictional element. And the state of the interlock tendency can be quickly eliminated, and the operating oil pressure at the start of the inertia phase of the first frictional element increases the torque sharing pressure. In other words, when the engagement capacity decrease timing of the second friction element is earlier than the engagement capacity increase timing of the first friction element, the sum of the engagement capacities of these friction elements is smaller than the value within the predetermined range. Since the inertia phase starts when the operating oil pressure of the first frictional element is considerably low because the value is a marginal value that causes the rotation of the engine to rotate, the first state is set to the first state.
Thus, it is possible to prevent the amount of delay in the start timing of the rise of the working oil pressure related to the friction element from being reduced, thereby preventing a sudden blow-off state, whereby the above-described operation and effect of the fifth invention can be further ensured. Becomes possible.

According to a seventh aspect of the present invention, during the shift change of the automatic transmission, the first friction element is fastened by increasing the operating oil pressure and the second friction element is released by lowering the operating oil pressure. When it detects a spinning blow,
The rate of increase of the working oil pressure related to the first friction element is increased by a predetermined rate, and while no idling of the input-side rotation of the transmission is detected, the rate of increase of the working oil pressure related to the first friction element is set higher than the predetermined rate. Is also reduced by a small predetermined ratio.

The former control at the time of idling detection, in which the rate of increase of the working oil pressure related to the first friction element is increased by a predetermined rate, increases the engagement capacity of the first friction element. The above-mentioned idling can be prevented relatively earlier than the release start timing. Further, the latter control when the idling is not detected, that is, the control in which the increasing rate of the working oil pressure related to the first friction element is decreased by a predetermined rate smaller than the above-mentioned predetermined rate, increases the engagement capacity of the first friction element. Is relatively delayed with respect to the release start timing of the second friction element to prevent the occurrence of the interlock tendency, to prevent the occurrence of torque pull-in shock due to the interlock tendency, and to make the former control erroneous. It is also used for correcting an interlocking tendency caused by erroneously increasing the rate of increase of the working oil pressure related to the first friction element due to learning and repetition variations.

In the latter control, in order to reduce the rate of increase of the operating oil pressure related to the first frictional element at a slow speed determined by the above-mentioned small predetermined rate, the control immediately causes the re-generation of the idling and the control. Hunting does not occur. Also, the latter control is not performed after the occurrence of the interlock tendency, but the rate of increase of the working oil pressure related to the first frictional element is reduced at a slow rate unconditionally while the former control is not performed. Since the size is reduced, it is possible to prevent the occurrence of the interlock tendency before the occurrence of the interlock tendency is detected, and it is possible to eliminate the occurrence of the interlock tendency and to solve the above-described problem of the conventional device. .

In the eighth invention, the operating oil pressure of the first friction element at the start of the inertia phase is compared with a torque sharing pressure required for the friction element to generate a coupling capacity that balances the input torque of the transmission. Compared to the case where the operating oil pressure at the start of the inertia phase of the first friction element is within a predetermined range with respect to the torque sharing pressure,
If the value is equal to or more than the value within the predetermined range, the predetermined ratio in the seventh invention is increased, and if the value is less than the value within the predetermined range, the predetermined ratio is reduced, so that the inertia phase of the first friction element is started. When the operating oil pressure at the time is equal to or more than a value within a predetermined range across the torque sharing pressure, that is,
Because the timing of lowering the engagement capacity of the second friction element is late and the start of slipping of the friction element is delayed,
If the operating oil pressure of the first friction element does not reach the above-mentioned height and the inertia phase does not start and an interlocking shift is occurring, the amount by which the increasing rate of the operating oil pressure related to the first friction element is reduced becomes large. If the operating oil pressure at the start of the inertia phase of the first friction element is less than a value within a predetermined range with the torque sharing pressure interposed therebetween, that is, The timing of decreasing the engagement capacity of the friction element is earlier than the timing of increasing the engagement capacity of the first friction element, and the sum of the engagement capacities of these friction elements is the last value that causes the turbine to run idle. When the inertia phase starts from a time when the operating oil pressure of the first friction element is considerably low, the state related to the first friction element is in the state immediately before the idling. It is possible to prevent the amount of reducing the rate of increase pressure decreases to become once racing state, it is possible to further ensure things the effect of the seventh invention by higher.

In the ninth invention, the idle of the transmission input shaft rotation is detected as the idle of the transmission input side rotation in the first to eighth inventions, and the idle of the transmission input shaft rotation for the detection is detected. Since the blowing determination set value was set to a small value before appearing as the engine speed idling, the control target was operated to detect the idling of the transmission input side rotation and prevent the idling as in the above inventions. In practice, the above-mentioned operation should be eliminated before the engine is actually running, and the prevention action should be completed before the driver notices the phenomenon of the running. Can be.

[0044]

Embodiments of the present invention will be described below in detail with reference to the drawings. FIG. 1 shows a shift control device for an automatic transmission according to an embodiment of the present invention, wherein 1 is an engine,
2 is an automatic transmission. The output of the engine 1 is adjusted by a throttle valve that increases in opening degree from fully closed to fully opened as the accelerator pedal operated by the driver is depressed, and the output rotation of the engine 1 is transmitted through a torque converter 3 to an automatic transmission. 2 is input to the input shaft 4.

The automatic transmission 2 includes a front planetary gear set 6 and a rear planetary gear set 7 on the input / output shafts 4 and 5 arranged in a coaxial butting relationship from the engine 1 side.
Are mounted as main components of the planetary gear transmission mechanism in the automatic transmission 2. The front planetary gear set 6 near the engine 1 has a front sun gear S
_F, front ring gear R _F, a front pinion P _F meshed with these, and the front pinion simple planetary gear set and consisting of front carrier C _F for rotatably supporting, distant from the engine 1 rear planetary gear set 7
This is also a simple planetary gear set including a rear sun gear S _R , a rear ring gear R _R , a rear pinion P _R meshing with the rear sun gear S _R , and a rear carrier C _R rotatably supporting the rear pinion.

The low clutch L / C, the second gear, and the low clutch L / C are used as friction elements for determining the transmission path (gear position) of the planetary gear transmission mechanism.
4-speed brake 2-4 / B, high clutch H / C, low reverse brake LR / B, low one-way clutch L /
The OWC and the reverse clutch R / C are provided in correlation with the components of the two planetary gear sets 6 and 7 as described below. That is, the front sun gear S _F can be appropriately connected to the input shaft 4 by the reverse clutch R / C,
It can be appropriately fixed by the 2nd / 4th speed brake 2-4 / B.

The front carrier C _F has a high clutch H /
C makes it possible to connect to the input shaft 4 as appropriate. The front carrier _CF is also equipped with a low one way clutch L / OW.
C prevents rotation in the opposite direction to the engine rotation, and can be appropriately fixed by the low reverse brake LR / B. The front carrier C _F, between the rear ring gear R _R, and appropriately coupled by the low clutch L / C. Between front ring gear R _F and the rear carrier C _R bonded to each other, these front ring gear R _F
And rear carrier C _R are coupled to output shaft 6, and rear sun gear S _R is coupled to input shaft 4.

The power transmission train of the planetary gear transmission mechanism includes friction elements L / C, 2-4 / B, H / C, LR / B, and R / C.
The first forward speed (1st) and the first forward speed (1st) are achieved by selective hydraulic operation (fastening) indicated by a solid line に in FIG. 2 and self-engagement indicated by a solid line 〇 in the same line of the low one-way clutch L / OWC in FIG. 2
Speed (2nd), forward third speed (3rd), forward fourth speed (4th)
And the reverse gear (Rev). Hydraulic operation (fastening) indicated by a dotted line in Fig. 2
Is a friction element to be activated when engine braking is required.

The shift control friction elements L / C, 2 shown in FIG.
-4 / B, H / C, LR / B, R / C
The control valve body 8 includes a manual valve (not shown), a line pressure solenoid 9, a low clutch solenoid 10, a second-speed / four-speed brake solenoid 1, and the like.
1. The high clutch solenoid 12, the low reverse brake solenoid 13, and the like are inserted.

The line pressure solenoid 9 is turned on and off.
The manual valve (not shown) switches the line pressure, which is the source pressure of the shift control, to a forward traveling (D) range position, a backward traveling (R) range position, or It is assumed that the vehicle is operated to the parking (P, N) range position. In the D range, the manual valve uses the above-mentioned line pressure as a source pressure, and controls the low clutch L / C by the duty control of the low clutch solenoid 10, the second / fourth speed brake solenoid 11, the high clutch solenoid 12, and the low reverse brake solenoid 13. The line pressure is supplied to a predetermined circuit so that the operating oil pressure of the second-speed / fourth-speed brake 2-4 / B, the high clutch H / C, and the low reverse brake LR / B can be individually controlled. The first to fourth speed engagement logics shown in FIG. 2 are realized by the control. Where R
In the range, the manual valve has a reverse clutch R /
For C, the line pressure is directly supplied without depending on the duty control of each solenoid, and for the low reverse brake LR / B, the duty control pressure by the low reverse brake solenoid 13 is supplied and these are engaged. Thus, the reverse engagement logic shown in FIG. 2 is realized. In the P and N ranges, the manual valve does not supply the line pressure to any circuit, and makes the automatic transmission neutral by releasing all friction elements.

The ON / OFF control of the line pressure solenoid 9, the low clutch solenoid 10, the 2nd / 4th speed brake solenoid 11, the high clutch solenoid 12,
The duty control of the low reverse brake solenoid 13 is executed by the transmission controller 14. Therefore, the transmission controller 14 includes a throttle opening sensor 15 for detecting the throttle opening TVO of the engine 1.
A signal from a signal from the turbine speed sensor 16 for detecting the turbine speed N _t is the output rotational speed of the torque converter 3 (transmission input rotational speed), the rotational speed of the output shaft 5 of the automatic transmission 2 N The signal from the output rotation sensor 17 for detecting _o, and the inhibitor switch 1 for detecting the selected range
2 and the engagement-side friction element to be engaged at the time of the shift change, that is, as is clear from FIG. 2, the high clutch H / C at the time of the 2 → 3 shift, and the second / fourth brake at the time of the 3 → 4 shift. Signals from the hydraulic switch group 19 arranged in 2-4 / B are input. Here, the hydraulic switch group 19
Is turned on when the operating oil pressure of the corresponding friction element reaches a pressure at which the loss stroke of the friction element ends and the engagement capacity starts to be generated. As means for detecting when the friction element ends the loss stroke and starts to generate the engagement capacity as described above, the hydraulic switch group 1
ON in response to the operating oil pressure of the corresponding friction element as shown in 9
Instead of using a stroke sensor that performs the above detection in response to the piston stroke of the friction element, or by monitoring the operating oil pressure command value of the friction element and the solenoid drive duty corresponding to the operating oil pressure command value, etc. It goes without saying that the above-described detection may be performed or a torque sensor that detects the transmission torque of the friction element may be used.

The automatic transmission operation in the D range to which the present invention pertains will be described. The transmission controller 14 executes a control program (not shown) to execute the throttle opening TVO and the transmission output based on a predetermined shift map. From the rotational speed _N0 (vehicle speed), a suitable shift speed required in the current driving state is searched. Next, the transmission controller 14 determines whether or not the currently selected shift speed matches the preferred shift speed. If the shift speeds do not match, the transmission controller 14 issues a shift command to execute the shift to the preferred shift speed, that is, FIG. Based on the engagement logic table, the operating oil pressure of the friction element is changed by duty control of the solenoids 10 to 13 so that engagement and release switching of the friction element for the shift is performed.

Here, the shift between the second speed and the third speed and the third speed
As in the case of the shift between the fourth speed and the fourth speed, the shift shift performed by engaging the first friction element by increasing the operating oil pressure and releasing the second friction element by decreasing the operating oil pressure will be described. When this shift is a drive-up shift accompanying a vehicle speed increase in, for example, a normal drive state (a drive state opposite to the engine brake), a release which is a command value of an operating oil pressure of a friction element (second friction element) to be released. FIG. 3 shows the engagement-side operating oil pressure command value P _C , which is the command value of the operating oil pressure of the friction element to be engaged (the first friction element), and the engagement-side operation oil pressure command value P _o .
Give as shown.

[0054] First to be described engagement side working oil pressure command value P _C, a shift command instant during t1 from C1 periods higher precharge pressure command value P _C in order to terminate the loss stroke as soon as possible of the engagement side frictional element And In the subsequent C2 period, since it produces when to terminate the loss stroke remains precharge pressure shock, gradually increases the command value P _C once a change rate that does not cause shocks is lowered than the pre-charge pressure. As a result, the engagement-side friction element ends the loss stroke and starts to have the engagement capacity.
Turns ON.

[0055] During C4 period from when setting the oil pressure switch 19 from time t2 to ON time T _C has elapsed, changeover shift the torque capacity of the engagement side friction element by increasing the command value P _C at a predetermined rate of change theta _C To the required capacity corresponding to the input torque required. If the release of the release-side friction element is carried out at this time, is performed changeover of the engagement side frictional element from the disengagement side frictional element, the effective gear ratio i expressed by the transmission output rotation ratio N _t / N _o is the transmission The gear ratio starts to change from the front gear ratio toward the post-shift gear ratio, and the inertia phase starts.

[0056] The During from such inertia phase start instant t3 C5 period command value P _C, further raised at the rate of change was small, allowed to reach an initial shelf pressure of the transmission input torque corresponding, command during the subsequent C6 period the value P _C, raised at a predetermined rate of change was further reduced to set a shelf pressure of a predetermined gradient. Thereafter, in the C7 period until the inertia phase finish determination instant t4, once the command value P _C for the prevention of shock at the time the inertia phase end slowly raised after less than shelf pressure, from the inertia phase end determination time t4 C8 to soar command value P _C to the line pressure which is the original pressure in the period.

Next, the release-side operating oil pressure command value _Po will be described. In order to secure the release response of the release-side friction element during the period O1 from the shift command instant t1, the command value _Po is reduced stepwise to a predetermined value. Then, in the subsequent O2 and O3 periods, the command value _Po is sequentially reduced at a small change rate to the pre-exchange release pressure, that is, to the release-side operating oil pressure value as low as possible without the release-side friction element slipping. And
During O4 period until the engagement side frictional element has passed the set time T _o from time t2 to ON hydraulic switch 19 beginning to have engagement capacity at the end of the loss stroke, the command value P _o the changeover before release pressure above maintaining, setting time T _o is elapsed command value P _o the predetermined rate of change theta _o disengagement side frictional element is lowered in such that switching takes place to the engagement side frictional element from the release side frictional element during O5 period after Begin to slip,
The amount of the slip is gradually increased.

O6 period, O7 period, O8 period after detecting at the instant t3 that the inertia phase is started by switching from the release side friction element to the engagement side friction element.
In the period, the command value _Po is sequentially reduced at the set change rate to be finally set to 0, and the inertia phase is advanced to its completion.

[0059] The transmission controller 14 in this embodiment However, the changeover speed when especially the disengagement side working oil pressure command value P _o, 4 each time shift (a) ~
It is changed as shown in (d). 4 as indicated by a broken line in (a), when not exceed (n + 1) -th precious air without blows with effective gear ratio i of the transmission input speed N _t during shifting racing determining gear ratio iS Unconditionally advance the timing of further reducing the release-side operating oil pressure command value _Po from the above-described release pressure before switching by a small predetermined time C, as indicated by the solid line at the time of the next type of shift change of the same type. to advance the slip start timing of the shift change direction, the setting time from ON time t2 of the oil pressure switch 19 until the timing is shortened from T _o to T _o -C.

[0060] The engagement capacity decrease timing songs on-going friction element for a predetermined time C earlier, control of changing the release-side working oil pressure command value P _o as the slip start timing of the shift progress direction is accelerated the release-side friction element Disengages the disengagement-side friction element relatively earlier than the engagement of the engagement-side friction element (determined by the engagement-side operating oil pressure command value _Pc ) to prevent the occurrence of an interlock tendency, and the broken line of the transmission output torque waveform. As is clear from the change from the solid line to the solid line, it is possible to eliminate the occurrence of the torque pull-in shock due to the interlock tendency.

The above-described learning control is based on the transmission input rotation speed N _t.
Is not present and the effective gear ratio i is the idling determination gear ratio iS
4B, the transmission input rotation speed N during the (n + 3) -th shift operation is also changed as shown by the broken line in FIG. 4B.
_The effective gear ratio i does not cause the air blowing of _t
If not exceeded S, as shown by the solid line during changeover shift the next of the same type, further to accelerate for a predetermined time C the timing to start further reduce the changeover before release pressure of the release side working oil pressure command value P _o, the oil pressure switch T _o from ON time t2 of 19 to set time to the timing from T _o
Shorten to -C. As a result, when the release of the release-side friction element is further accelerated relative to the engagement of the engagement-side friction element, finally, the sum value of the engagement capacity of the release-side friction element and the engagement-side friction element becomes the capacity corresponding to the transmission input torque. (Neutral state) occurs, the idle speed of the transmission input rotation speed Nt occurs, and the effective gear ratio i exceeds the idle determination gear ratio iS as shown by the solid line in FIG. As is apparent from the change from the broken line to the solid line of the machine output torque waveform, torque loss occurs due to the neutral state.

As described above, and as shown by the broken line in FIG. 4C, when the idle speed of the transmission input rotation speed Nt occurs and the effective gear ratio i exceeds the idle speed determination gear ratio iS, the following occurs. (n + 4) th as indicated by the solid line in FIG during changeover shift, large expected time timing to start further reduce the changeover before release pressure of the release side working oil pressure command value P _o a
Delaying, to slow the slip start timing to the shift progress direction of disengagement side frictional element, a predetermined time from ON time t2 of the oil pressure switch 19 to the timing T _o
To T _o + A. As a result, the release of the release-side friction element is relatively delayed with respect to the engagement of the engagement-side friction element, and the sum of the engagement capacities of the release-side friction element and the engagement-side friction element becomes less than the capacity corresponding to the transmission input torque. The occurrence of (neutral state) is not performed by one learning control, and the above-mentioned idling can be prevented as is apparent from the change over time of the effective gear ratio i shown by the solid line in FIG.

As shown by a broken line in FIG. 4 (d), when the idling is eliminated as described above and the effective gear ratio i does not exceed the idling determination gear ratio iS, the next (n + 5) -th same type As shown by the solid line at the time of the shift change, the timing at which the release-side operating oil pressure command value _Po is further reduced from the release pressure before the change is advanced by a small predetermined time C, and the timing at which the release-side friction element starts slipping in the shift progress direction. to hasten the setting time from ON time t2 of the oil pressure switch 19 until the timing is shortened from T _o to T _o -C.

As described above, the timing at which the release-side operating oil pressure command value _Po is further lowered from the release pressure before the change to further reduce the engagement capacity of the release-side friction element is advanced by a small predetermined time C, and the release-side friction element The release-side operating oil pressure command value P is set so that the slip start timing in the shifting direction is advanced.
_The control for changing the manner of providing _o prevents the occurrence of an interlock tendency by relatively releasing the friction element relative to the engagement of the engagement-side friction element, and changes the transmission output torque waveform from a broken line to a solid line. As is clear from FIG. 7, it is possible to eliminate the occurrence of the torque pull-in shock due to the interlock tendency.

The control for repetitively _advancing the start timing of the decrease of the release-side operating oil pressure command value Po by a small predetermined time C except when determining the idling is further performed as described above when the idling is determined. control to delay the reduction start timing of the command value P _o only large scheduled time a has allowed delayed accidentally lowering start timing of erroneous learning and repeating the release side working oil pressure command value P _o at the variation of the resulting interlocking tendency Sometimes we do this to fix it.

[0066] In this embodiment the control of the above, when detecting a racing transmission input rotation, delayed by a large predetermined time A the reduction start timing of the next same precious shifting time the release-side working oil pressure command value P _o By making such a change, the release of the friction element can be relatively delayed with respect to the engagement of the engagement-side friction element to prevent idling, while on the other hand, while idling of the transmission input rotation is not detected, release side working every time the same precious shift hydraulic pressure command value P _o
Of the operating oil pressure is changed so that the start timing of the decrease of the hydraulic pressure becomes earlier by the predetermined time C which is shorter than the above-mentioned scheduled time A. Prevent trends,
It is possible to eliminate the occurrence of torque pull-in shock due to the interlock tendency.

[0067] The racing control non-detection time is, in order to advance the reduction start timing of the disengagement side hydraulic pressure command value P _o at a slower rate determined by the short the predetermined time C, immediately racing by the control again It does not occur to cause control hunting. The racing control non-detection time, rather than being carried out waiting for the occurrence of inter-locking tendency, while the former control is not performed repeatedly every time the same changeover shift, the release-side working oil pressure command value P _o Because the slow start of the decline
This can be prevented before the occurrence of the interlock tendency is detected, and the occurrence of the interlock tendency can be eliminated, thereby solving the problem of the conventional device described above.

Further, the effective gear ratio i is determined as the idling determination gear ratio i.
To determine the empty transmission input rotational blow at the conclusion beyond S, will be the racing judgment is made by the racing determining the transmission input speed N _t rather than racing determination of the engine, and in fact since the presence of the upper torque converter 3 empty engine blows be delayed slightly racing than even the transmission input revolution speed N _t, above the racing judgment is racing determining the set value of the transmission input shaft rotation be determined gear ratio iS small setting value before appears as a racing of the engine, when advancing the reduction start timing of the disengagement side hydraulic pressure command value P _o as to prevent racing as mentioned above, in practice Must be such that the above-mentioned operation is canceled before the engine starts running, and the prevention action is completed without the driver knowing the phenomenon of running. It can be.

In the above-described embodiment, the predetermined time for making the start timing of the decrease of the release-side operating oil pressure command value PO earlier without detecting the idling is set as the constant time C.
This can be changed as shown in FIGS. FIG. 5 is repeatedly executed during the shift change (drive-up shift in the present embodiment).
In step 2, it is determined whether or not the engine has been idling based on whether or not the effective gear ratio i has exceeded the idling determination gear ratio iS. When it is determined that the air blowing has occurred, in step 22, the set time for learning control is set to T as shown in FIG.
_o, ie from ON time t2 of the oil pressure switch 19, the set time T _o from the timing to start further reduce the release-side working oil pressure command value P _o from changeover before release pressure, as in the above embodiment as shown in FIG. 6 Similarly, longer only large scheduled time a, provide an update to the long and set time T _o the next changeover shift performed in step 23. Incidentally, as the expected time A is clear from the above, a large value that can reliably eliminated as shown racing with solid shown by a broken line in FIG. 4 (c) in one of the learning control of the setting time T _o Needless to say, the learning control has a limit value such that the torque pull-in shock does not become so large as to be a problem due to the learning control.

If it is determined in step 21 that no air blow has occurred, the control is immediately terminated until it is determined in step 24 that the inertia phase has started, and step 23 is skipped. Step 24 advances the control to step 25 when the start of the inertia phase is detected, likewise Fig from the torque component担圧P _B to the engagement side hydraulic of 25, at the start of the inertia phase step pressure command value P _C is shown in FIG. 3 It is determined whether the value is less than a permissible lower limit obtained by subtracting the permissible lower width β shown in FIG. 3, and in step 26, the engagement side hydraulic pressure command value P at the start of the inertia phase is determined.
_C determines whether torque component担圧P _B to adding the acceptable width α in FIG. 3 obtained allowable upper limit value or more. Here for torque担圧P _B is the pressure required to engagement side frictional element to generate torque capacity commensurate with the transmission input torque.

[0071] The effective gear ratio i as in Fig. 3 shown by a solid line is changed time series, across the engagement side working oil pressure command value P _C at the start of the inertia phase (t3) is the torque component担圧P _B alpha, beta If the value is within the allowable range of Steps 25 and 2
6 selects step 27 and turns on the hydraulic switch 19
From the instantaneous t2, the set time T _o from the timing of the release side frictional element release side working oil pressure command value P _C begins further reduce the changeover before release pressure to begin to slip, 6
Short as small predetermined time C as in the embodiment described above as shown in, subjected to the next changeover shift updates to the set time T _o which the shortened performed in step 23. It should be noted that in this case, across the engagement side working oil pressure command value P _c at the start of the inertia phase torque component担圧P _B alpha, beta
Since a value within the allowable range, the decrease start timing of the disengagement side hydraulic pressure command value P _o is the proper, predetermined time C is a small value of the extent in consideration of variation or the like.

As shown by the chain line in FIG.
There was time series change, if the engagement side working oil pressure command value P _c at the start of the inertia phase is only large upper limit value or more α than the torque partial担圧P _B, step 25 selects the step 28, FIG. the set time T _o as shown in 6 short as large a predetermined time D than the predetermined time C, subjected to the next changeover shift updates to the set time T _o which the shortened performed in step 23. It should be noted that in this case, since the engagement side working oil pressure command value P _C at the start of the inertia phase is not less than the upper limit value, in order to slow the engagement capacity decrease timing of disengagement-side friction element is delayed slip start of the friction element If the operating oil pressure of the engagement side friction element does not reach such a high value, it can be considered that the inertia phase does not start and the shift with an interlock tendency is occurring,
Can amount to accelerate a decrease start timing of the disengagement side hydraulic pressure command value P _o by increasing the predetermined time D as described above becomes quickly eliminate the state of the interlock tendency increases.

As shown by the two-dot chain line in FIG.
There was time series change, if the engagement side working oil pressure command value P _c at the start of the inertia phase is by less than a small limit value β than the torque partial担圧P _B, step 25 is step 29
Select, as short as a smaller predetermined time B than the predetermined time C the setting time T _o as shown in FIG. 6, the next changeover shift updates to the set time T _o which the shortened performed in step 23 Will be offered. In this case,
Engagement side operating oil pressure command value PC at the start of inertia phase
Is less than the lower limit value, the timing of decreasing the engagement capacity of the disengagement-side friction element is earlier than the timing of increasing the engagement capacity of the engagement-side friction element, and the sum of the engagement capacities of these friction elements causes the turbine rotation to idle. Since it is a marginal value, it can be considered that the inertia phase starts immediately when the operating oil pressure of the engagement side frictional element is so low, that is, a state immediately before the idling, but the predetermined time B is reduced as described above. it can amount to accelerate a decrease start timing of the disengagement side hydraulic pressure command value P _o is prevented from being suddenly racing state is reduced by.

As described above, in the present embodiment,
Release hydraulic pressure command value P_oDrop open
The predetermined time to make the start timing earlier is B, C, D
In addition, the hydraulic pressure on the engagement side at the start of the inertia phase
Command value P_cAnd torque sharing pressure P _B Depending on the comparison result
To change, the predetermined time becomes appropriate and
Immediately clear the condition immediately before the interlock or
Prevents the wind condition and ensures the above effects
It can be something.

[0075] In any the above, has been achieved to prevent the prevention and interlock tendency of racing by manipulating the timing of further reducing the release-side working oil pressure command value P _o from changeover before release pressure, alternatively reduction ratio of the disengagement side hydraulic pressure command value P _o during reengagement of the friction element (3
And manipulate shown) in theta _o to, or to manipulate the timing to start increasing the engagement side working oil pressure command value P _c to begin to raise the torque capacity of the engagement side frictional element against the changeover of the friction element, or , also by operating the increase ratio of the engagement side working oil pressure command value P _C (indicated by theta _C in FIG. 3) during the changeover of the friction elements can be achieved the same effect.

[0076] reduction ratio of reduction ratio θ _{o If} manipulating the release side working on the next same precious shift When racing occurs hydraulic pressure command value P _o of the disengagement side working oil pressure command value P _o during changeover friction element θ _o is reduced by a predetermined ratio, and if no idling occurs, the reduction ratio θ _o of the release-side operating oil pressure command value _Po is increased by a predetermined ratio smaller than the above-mentioned predetermined ratio every time the same shift change is performed.

[0077] The former control racing occurrence to minimize expected rate lowering ratio theta _o the disengagement side working oil pressure command value P _o is
The release start timing of the friction element can be relatively delayed with respect to the increase in the engagement capacity of the engagement-side friction element to prevent the above-mentioned idling, and the latter control when idling does not occur, that is, the same changeover control the decrease rate theta _o the disengagement side working oil pressure command value P _o at every shift increased by small predetermined ratio than the expected ratio, the increase in the torque capacity of the engagement side frictional element release start timing of the frictional elements On the other hand, the occurrence of an interlock tendency can be prevented relatively early, and the occurrence of torque pull-in shock due to the interlock tendency can be eliminated. _o decrease rate θ _o
It is also used to correct this when it is mistakenly made smaller to create an interlocking tendency.

[0078] The latter control is, in order to increase the decrease rate theta _o the disengagement side working oil pressure command value P _o at a slower rate determined by the predetermined small proportion of the immediately racing is re generated by the control No hunting of control will occur. The latter control is, rather than carried out waiting for the occurrence of inter-locking tendency, while the former control is not performed unconditionally, increases slowly decrease rate theta _o the disengagement side working oil pressure command value P _o So,
This can be prevented before the occurrence of the interlock tendency is detected, and the occurrence of the interlock tendency can be eliminated. Therefore, also in the present embodiment, it is possible to achieve the same operation and effect as in the above embodiment.

As in the present embodiment, when the idling does not occur, the decreasing rate θ _o of the release-side operating oil pressure command value _Po is increased by a small predetermined rate every time the same shift change is performed. The engagement hydraulic pressure command at the start of the inertia phase is determined in accordance with the comparison result between the engagement hydraulic pressure command value P _C at the start of the inertia phase and the torque sharing pressure P _B (see FIG. 3). Value P _c
Predetermined range (P _B -β) ~ (P but across the torque component担圧P _B
B + α), when the value is equal to or more than the predetermined range, the predetermined ratio is increased, and when the value is less than the predetermined range, the predetermined ratio is reduced. Is good. In this case, (when the state is estimated to have shift interlock trends were made) engagement side working oil pressure command value P _C at the start of the inertia phase when too high as the former
Is increased the amount of increasing the decrease rate theta _o the disengagement side working oil pressure command value P _o can be quickly eliminated the state shift is performed in the inter-locking tendency, the engagement side working oil pressure at the start of the inertia phase a state where the command value P _C is estimated to racing immediately before too low as the latter will stretch the racing state amount to increase the decrease rate theta _o the disengagement side working oil pressure command value P _o becomes smaller Can be prevented, and the above operation and effect can be further ensured.

Instead of realizing the prevention of the idling and the prevention of the interlock tendency by manipulating the timing at which the release-side operating oil pressure command value _Po is further reduced from the pre-replacement release pressure as in the first embodiment. in the case of operating the timing to start increasing the engagement side working oil pressure command value P _C against the changeover of the friction element, when racing occurs, increases the engagement side working oil pressure command value P _C for precious the next time the same changeover shift The set time indicated by T _C in FIG. 3 is shortened so that the start timing is advanced by the scheduled time, and as long as the idling does not occur, the increase of the engagement side operating oil pressure command value P _C for changing is started every time the changing gear is changed. The set time T _C is increased so that the timing is delayed by a predetermined time shorter than the above-mentioned scheduled time.

[0081] engagement side working oil pressure command value racing occurs former control at the rise start timing of P _C to shorten the fast so as the set time T _C by the scheduled time for the changeover are engagement capacity increase of the engagement side frictional element The above-mentioned idling can be prevented by setting the timing relatively earlier than the release start timing of the release-side friction element. The racing non occurrence of the latter control, that is, the time set to rise start timing of the engagement side working oil pressure command value P _C for changeover whenever the same changeover shift is delayed by a predetermined short time than the expected time T
_The control to increase _C prevents the occurrence of the interlock tendency by delaying the engagement capacity increase timing of the engagement-side friction element relative to the release start timing of the release-side friction element,
It is possible to eliminate the occurrence of interlock tendency retraction of torque due to shock, inter thereby quickly erroneously increase start timing of the engagement side working oil pressure command value P _C for changeover in variations in learning and repeating the former control is erroneously It also serves to correct this when a locking tendency is created.

[0082] The latter control, the increase start timing of the engagement side working oil pressure command value P _C for invaluable to slow at a slower rate determined by the predetermined short time of the above,
This control does not cause the hunting of the control due to the reoccurrence of the idling immediately. Also, instead of waiting for the interlock tendency to occur,
While the former control is not performed unconditionally, because is that slowing at a slow speed up start timing of the engagement side working oil pressure command value P _C for changeover, prior to detecting the occurrence of interlock tendency This can be prevented from occurring, and the occurrence of an interlock tendency can be completely eliminated.
Therefore, also in the present embodiment, the same operation and effect as those in the above-described embodiment can be achieved.

As in the case of the present embodiment,
If it does not occur, the same
Engagement side operating oil pressure command value P_C Start timing is short
Set time T to be delayed by predetermined time_C To lengthen
In this case, the above short predetermined time is not fixed,
Engagement side operating oil pressure command value P at start of phase_C And
Torque sharing pressure P_B (See Fig. 3)
Command value at the start of the inertia phase
P_c Is the torque sharing pressure P_B A predetermined range (P _B −
β)-(P_B + Α), the predetermined value
If it is more than the value in the range, extend the above predetermined time,
If it is less than the value within the predetermined range, shorten the predetermined time.
Good to do. In this case, when the inertia phase starts
Engagement side operating oil pressure command value P_c Is too high on the former street
(It is estimated that interlocked shifting has been performed.
State) is the engagement-side operating oil pressure command value P for changing_cof
The amount of delay in the rise start
-Immediately before the lock
Engagement side hydraulic pressure command value P at the start of_c But
When it is too low as the latter (state presumed to be just before blowing)
) Is the engagement side operating oil pressure command value P for changing_c upon
The amount of delaying the ascent start timing becomes smaller and it becomes empty at once
It is possible to prevent a blowing condition,
The result can be made more reliable.

Release as in the first embodiment.
Side hydraulic pressure command value P_oFurther reduced from the release pressure before changing
To prevent air blowing and tilt the interlock.
Instead of preventing the
Engagement hydraulic pressure command value P_c (Fig. 3 shows θ
_c ), The next time you run out of air,
The engaging hydraulic pressure finger for changing at the same shifting speed
Price P_c Rise rate θ _cIs increased by the planned ratio and
As long as no injuries occur, change gears at the same gear change
Engagement hydraulic pressure command value P_c Rise rate θ_cThe above
Decrease by a predetermined ratio smaller than the fixed ratio.

The former control at the time of the occurrence of idling, in which the rising rate θ _c of the engagement side working oil pressure command value P _c for switching is increased by a predetermined rate, is based on the timing of increasing the engagement capacity of the engagement side friction element by the release side friction element. The above-mentioned idling can be prevented relatively earlier than the release start timing. The racing nonoccurrence latter control during, that is, the same changeover control the increase rate theta _c of the engagement side working oil pressure command value P _c for changeover to shift the time smaller by a small predetermined ratio than the expected ratio, fastening The timing of increasing the engagement capacity of the side friction element is relatively delayed with respect to the timing of starting the release of the release side friction element, thereby preventing the shift in the interlock tendency and eliminating the occurrence of torque pull-in shock due to the interlock tendency. , also form use to correct this when caused an interlock tendency is increased by mistake rising rate theta _c of the engagement side working oil pressure command value P _c for changeover in variations in learning and repeating the former control is erroneous.

[0086] The latter control is, in order to reduce the increase rate theta _c of the engagement side working oil pressure command value P _c for invaluable at a slower rate determined by the predetermined small proportion of the immediately racing by the control again It does not occur to cause control hunting. The latter control is, rather than carried out waiting for the occurrence of inter-locking tendency, while the former control is not performed unconditionally, the increase ratio theta _c of the engagement side working oil pressure command value P _C for invaluable Since the speed is reduced at a slow speed, the occurrence of the interlock tendency can be prevented before the driver notices the occurrence of the interlock tendency, and the occurrence of the interlock tendency can be completely eliminated. Therefore, also in the present embodiment, it is possible to achieve the same operation and effect as in the above embodiment.

As in the present embodiment, when the idling does not occur, the increasing rate θ _c of the engagement side operating oil pressure command value P _c for switching is reduced by a small predetermined rate every time the same shifting speed is changed. The above-mentioned small predetermined ratio is not fixed, and the engagement side operating oil pressure command value P _c at the start of the inertia phase is set. According to the result of comparison between the torque sharing pressure P _B and the above-described torque sharing pressure P _B (see FIG. 3), the engagement side operating oil pressure command value PC at the start of the inertia phase has a predetermined range (P _B −β) across the torque sharing pressure P _B. than when the value of the ~ (P _B + α), when the value or more within the predetermined range by increasing the predetermined ratio above the predetermined ratio is less than the value of the predetermined range It is better to make it smaller. In this case, when the engagement-side operating oil pressure command value _Pc at the start of the inertia phase is too high as in the former case (when it is estimated that the interlocked shift has been performed), the engagement-side operating oil pressure for changing over is set. command value P _c increases the proportion θ amount to reduce _c is increased can be solved quickly shift interlock trends, the engagement side working oil pressure command value P _c at the start of the inertia phase low as the latter when too (the state where it is estimated that the racing immediately preceding) is prevented from being suddenly racing state becomes smaller amount to reduce the increase rate theta _c of the engagement side working oil pressure command value P _c for invaluable Therefore, the above-described operation and effect can be further ensured.

In each of the above embodiments,
Although the case where the automatic transmission is a direct-acting valve type in which the operating oil pressure of the friction element is directly controlled by the individual solenoids, and the case where the automatic transmission performs a drive-up shift change, are described. The present invention is not limited to the type of these automatic transmissions and the type of the shift transmission, and can be applied to other types of automatic transmissions and other types of the shift transmission by the same concept. Of course, the same effect can be obtained in the case of.

[Brief description of the drawings]

FIG. 1 is a schematic system diagram showing a transmission train of an automatic transmission including a shift control device according to an embodiment of the present invention, and a shift control system thereof.

FIG. 2 is a diagram showing a relationship between a selected shift speed of the automatic transmission and engagement logic of a friction element.

FIG. 3 is a time chart showing a time-series change in an engagement-side operation oil pressure command value and a release-side operation oil pressure command value when the shift control device according to the embodiment performs a drive-up shift change.

FIG. 4 is a time chart showing a learning state of a release-side operating oil pressure command value performed by the shift control device according to the embodiment at the time of a drive-up shift change; The time chart of the state, (b) is a time chart immediately after the occurrence of the idling due to the learning, (c) is a time chart when the learning to prevent the idling is performed, and (d) is
It is a time chart immediately after the idling was prevented by the learning.

FIG. 5 is a flowchart showing a learning amount change control program executed by a shift control device according to another embodiment of the present invention.

FIG. 6 is a time chart of a release-side operating oil pressure command value showing an example of a learning amount change by the control.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 Engine 2 Automatic transmission 3 Torque converter 4 Input shaft 5 Output shaft 6 Front planetary gear set 7 Rear planetary gear set 8 Control valve 9 Line pressure solenoid 10 Low clutch solenoid 11 2nd / 4th speed brake solenoid 12 High clutch solenoid 13 Low reverse brake Solenoid 14 Transmission controller 15 Throttle opening sensor 16 Turbine rotation sensor 17 Output rotation sensor 18 Inhibitor switch 19 Hydraulic switch L / C Low clutch 2-4 / B 2nd / 4th speed brake H / C High clutch LR / B Low reverse Brake R / C Reverse clutch L / OWC Row one-way clutch

 ──────────────────────────────────────────────────続 き Continued on the front page F term (reference) 3J552 MA02 MA12 NA01 NB01 PA02 RA18 SA15 SA51 SB31 SB33 TA11 VA32W VA36W VA52W VA54Z VA62Z VA77W VC01W VC03Z

Claims (9)

[Claims] A first friction element of a plurality of friction elements is fastened by an increase in operating oil pressure, and a second time after receiving a signal related to the operating oil pressure of the first friction element,
In the automatic transmission having a shift performed by changing the first and second friction elements by releasing the friction element of the first embodiment by lowering the operating oil pressure, when an idle rotation of the transmission input side rotation is detected during the shift, Changes the set time so that the timing to start lowering the working oil pressure related to the second friction element is delayed by a predetermined time, and the second friction element is not detected while idling of the transmission input side rotation is not detected. A shift control device for an automatic transmission, wherein the set time is changed such that the start timing of lowering of the operating oil pressure according to the above is advanced by a predetermined time shorter than the scheduled time. 2. The first inertia phase at the start of an inertia phase according to claim 1, wherein an effective gear ratio represented by a transmission input / output rotation ratio starts to change from a pre-shift gear ratio toward a post-shift gear ratio. The hydraulic pressure of the first friction element at the start of the inertia phase of the first friction element is compared with the torque hydraulic pressure required for the friction element to generate a fastening capacity that balances the transmission input torque. Compared to the case where the value is within a predetermined range with the torque sharing pressure interposed therebetween, if the value is not less than the value within the predetermined range, the predetermined time is extended,
The shift control device for an automatic transmission, wherein the predetermined time is shortened when the value is less than the value within the predetermined range. 3. A first friction element of the plurality of friction elements is fastened by increasing the operating oil pressure, and a second time after receiving a signal related to the operating oil pressure of the first friction element, the second friction element is set to a second friction element.
In the automatic transmission having a shift performed by changing the first and second friction elements by releasing the friction element of the first embodiment by lowering the operating oil pressure, when an idle rotation of the transmission input side rotation is detected during the shift, Reduces the decreasing rate of the working oil pressure related to the second friction element by a predetermined rate, and determines the decreasing rate of the working oil pressure related to the second friction element while detecting no idling of the transmission input side rotation. A shift control device for an automatic transmission, wherein the shift ratio is increased by a predetermined ratio smaller than the predetermined ratio. 4. The first inertia phase at the start of an inertia phase according to claim 3, wherein an effective gear ratio represented by a transmission input / output rotation ratio starts to change from a pre-shift gear ratio toward a post-shift gear ratio. The hydraulic pressure of the first friction element at the start of the inertia phase of the first friction element is compared with the torque hydraulic pressure required for the friction element to generate a fastening capacity that balances the transmission input torque. If the value is within a predetermined range with the torque sharing pressure interposed therebetween, the predetermined ratio is increased if the value is equal to or more than the value within the predetermined range, and if the value is less than the value within the predetermined range, the predetermined ratio is set. A shift control device for an automatic transmission, wherein 5. A first friction element among a plurality of friction elements is fastened by an increase in operating oil pressure, and a second time after receiving a signal related to the operating oil pressure of the first friction element, a second friction element is set.
In the automatic transmission having a shift performed by changing the first and second friction elements by releasing the friction element of the first embodiment by lowering the operating oil pressure, when an idle rotation of the transmission input side rotation is detected during the shift, Means that the start timing of the rise of the working oil pressure related to the first friction element is advanced by a predetermined time, and the start of the rise of the working oil pressure related to the first friction element is started as long as no idling of the transmission input side rotation is detected. A shift control device for an automatic transmission, wherein timing is delayed by a predetermined time shorter than the scheduled time. 6. The first inertia phase at the start of an inertia phase according to claim 5, wherein an effective gear ratio represented by a transmission input / output rotational speed ratio starts to change from a pre-shift gear ratio toward a post-shift gear ratio. The working oil pressure of the first friction element at the start of the inertia phase of the first friction element is compared with the torque sharing pressure required for the friction element to generate a fastening capacity that balances the transmission input torque. Compared to the case where the value is within a predetermined range with the torque sharing pressure interposed therebetween, if the value is not less than the value within the predetermined range, the predetermined time is extended,
The shift control device for an automatic transmission, wherein the predetermined time is shortened when the value is less than the value within the predetermined range. 7. A first friction element among a plurality of friction elements is fastened by increasing the operating oil pressure, and a second time after receiving a signal related to the operating oil pressure of the first friction element, the second friction element is set to a second friction element.
In the automatic transmission having a shift performed by changing the first and second friction elements by releasing the friction element of the first embodiment by lowering the operating oil pressure, when an idle rotation of the transmission input side rotation is detected during the shift, Increases the rate of increase of the working oil pressure related to the first friction element by a predetermined rate, and increases the rate of increase of the working oil pressure related to the first friction element while detecting no idling of the transmission input side rotation. A shift control device for an automatic transmission, wherein the shift ratio is reduced by a predetermined ratio smaller than the predetermined ratio. 8. The first inertia phase according to claim 7, wherein an effective gear ratio represented by a ratio of a transmission input / output rotation speed starts to change from a pre-gear ratio to a post-gear ratio. The hydraulic pressure of the first friction element at the start of the inertia phase of the first friction element is compared with the torque hydraulic pressure required for the friction element to generate a fastening capacity that balances the transmission input torque. If the value is within a predetermined range with the torque sharing pressure interposed therebetween, the predetermined ratio is increased if the value is equal to or more than the value within the predetermined range, and if the value is less than the value within the predetermined range, the predetermined ratio is set. A shift control device for an automatic transmission, wherein 9. The transmission input shaft rotation according to claim 1, wherein the transmission input shaft rotation is detected as the transmission input side rotation idling. A shift control device for an automatic transmission, wherein the set value of the idling determination is a small set value before the set value appears as the idling of the engine rotation.