JP4554474B2 - Control device for automatic transmission - Google Patents

Description

  The present invention relates to a control device for an automatic transmission, and more particularly, to a device that performs gear shift control by supplying engagement control hydraulic pressure to a friction engagement element to set a desired gear position.

  An automatic transmission generally includes a plurality of power transmission paths (a plurality of power transmission gear trains) and a plurality of friction engagement elements (friction clutches), and friction according to a traveling state such as a throttle opening and a vehicle speed. The power transmission path is switched and selected by selectively engaging the engaging elements to perform shift control. As a friction engagement element used for such shift control, a hydraulically operated element that is engaged by hydraulic pressure is generally known.

  In general, the shift control in the upshift is performed by sequentially performing preparation (precharge), torque phase, inertia phase, and engagement processes. In preparation, invalid stroke filling work is performed. Specifically, in preparation, hydraulic pressure based on a predetermined hydraulic pressure command value (preparation pressure) is supplied to the destination stage clutch (ON-side clutch) for a predetermined preparation time from the viewpoint of shortening the shift time. In the torque phase, the torque phase pressure is output so as to smoothly reach the target torque pressure corresponding to the target torque from the viewpoint of reducing the shift shock and the shift time. When it is determined that the actual hydraulic pressure of the ON-side clutch becomes a predetermined pressure (target hydraulic pressure) and the ON-side clutch has a predetermined torque, the hydraulic pressure of the current-stage clutch (OFF-side clutch) gradually decreases from this point (OFF-side clutch). Is gradually released).

  Whether the actual oil pressure of the ON-side clutch has reached the target oil pressure is determined by calculation based on the oil pressure SWON signal from the oil pressure SW and the oil pressure characteristics of the clutch. The torque phase is controlled so that the torque phase ends when a certain period of time has elapsed since it was determined that the actual hydraulic pressure reached the target hydraulic pressure. In the inertia phase, the hydraulic pressure of the ON-side clutch is controlled from the viewpoint of reducing the shift shock until just before the ON-side clutch is completely engaged. In the engagement, the ON side clutch is completely engaged.

  The ON / OFF clutch hydraulic pressure is based on the clutch hydraulic pressure command value, but the actual hydraulic pressure rise characteristic with respect to the hydraulic pressure command value, which is the response characteristic, is that the ON clutch hydraulic fluid (hereinafter referred to as ATF) is drained. Depends on the amount of slipping, clutch characteristics, ATF oil temperature, and the like. Hereinafter, a decrease in the amount of oil remaining in the ON clutch and the amount of residual oil in the clutch (hereinafter referred to as oil passage residual oil amount) due to draining or the like is referred to as ATF omission. When the amount of ATF missing is large, or when the oil temperature is low, the response characteristics deteriorate. The response characteristic is a rising characteristic of actual hydraulic pressure with respect to a hydraulic pressure command value. Since the ATF dropout amount increases more than usual when left unattended, it is necessary to correct the preparatory pressure or the like in the case of leaving unattended (leave correction). Conventionally, the neglect correction is performed with respect to the preparation pressure.

As a prior art related to neglect correction, there is Patent Document 1. In Patent Document 1, when the ignition switch is turned on, the engine stop time is estimated. At the first shift, the precharge amount is determined according to the estimated engine stop time, and the engine stop time is longer. Even if there is a large precharge amount and there is oil drain from the pipe when the engine is stopped, the neglect correction is performed by causing the necessary invalid stroke to be performed.
JP-A-11-63196

  However, in the prior art and Patent Document 1, the negation correction is made for the precharge amount (precharge time or precharge pressure) in the preparation (precharge). However, when the precharge amount is increased, the negation correction is turned on. The toughness is reduced against various variations such as an error in the estimation of the ATF dropout of the side clutch (estimated amount of oil remaining in the oil passage), variation in characteristics due to oil temperature, variation due to hardware individual differences, and the like. This is effective as long as the estimation of the ATF omission and the variation in solids can be fully understood. For example, if the estimated value of the ATF omission is larger than the actual value, the precharge amount is excessive and the torque phase is increased. The actual hydraulic pressure at the end time becomes larger than the actual hydraulic pressure required at the start of the inertia phase, and there is a possibility that a drawing shock will occur at the start of the inertia phase.

  Further, when the estimated value of missing ATF is smaller than the actual value, the precharge amount is insufficient, and becomes smaller than the actual hydraulic pressure corresponding to the target clutch torque at the start of the inertia phase, leading to engine rotation blowing. there is a possibility. That is, if the neglect correction is dependent only on the precharge amount, there is a problem that it is difficult to guarantee the commerciality with respect to the above estimation error and individual variation.

  The present invention has been made in view of the above-mentioned problems, and automatic shift that can guarantee merchantability that does not lead to retraction shock or engine rotation by performing neglect correction in the preparation and torque phases. It is an object of the present invention to provide a control device for a machine.

  According to the first aspect of the present invention, the disengagement of the frictional engagement element at the current stage and the engagement of the frictional engagement element at the destination stage of the gear transmission including a plurality of gears and a plurality of frictional engagement elements are prepared. A control device for an automatic transmission that performs shift control by ATF oil pressure based on oil pressure command values in a torque phase and an inertia phase, the oil temperature detecting means for detecting the oil temperature of the ATF, and the friction of the destination stage In the preparation, when it is determined that the ATF remaining oil amount of the engagement element is neglected, the neglect determination unit determining whether the neglect is determined by the neglect determination unit. A stand preparation pressure calculation means for calculating a stand preparation pressure as the hydraulic pressure command value, and a stand preparation time calculation means for calculating a stand preparation time for the preparation when the stand determination means determines that the stand is left. And the neglected When it is determined by the means to be neglected, the neglected torque phase pressure calculating means for calculating the neglected torque phase pressure as the hydraulic pressure command value in the torque phase and the neglected determining means determine that the neglected And a neglected torque phase time calculating means for calculating the neglected torque phase time of the torque phase, the neglected preparation pressure, the neglected preparation time, the neglected torque phase pressure and the neglected torque phase time are: When the parameters related to the frictional engagement element in the destination stage excluding the residual oil amount are the same, and the oil temperature of the ATF detected by the oil temperature detecting means is not more than a predetermined value, The control amount is larger than the normal preparation pressure, normal preparation time, normal torque phase pressure, and normal torque phase time in the normal case, and the destination frictional engagement element at the end of the torque phase Actual oil pressure, engine blow caused no predetermined pressure or higher, and control device for an automatic transmission is characterized in that not more than the actual hydraulic pressure required for the inertia phase start time is provided.

  According to a second aspect of the present invention, in the first aspect of the present invention, the frictional engagement of the destination stage with respect to the predetermined parameters relating to the frictional engagement element of the destination stage including the speed change mode and the oil temperature of the hydraulic oil. The neglected correction torque phase database for storing the neglected correction hydraulic pressure SWON equivalent time indicating the time during which the destination frictional engagement element has a predetermined actual hydraulic pressure calculated based on the hydraulic characteristic of the element, and the oil temperature detecting means The neglect correction torque phase database is searched from the predetermined parameter including the oil temperature detected by the above and the shift mode, the neglect correction oil pressure SWON equivalent time is calculated, and the neglect correction oil pressure SWON equivalent time is calculated in the normal case. It further includes a neglected hydraulic pressure SWON equivalent time calculating means for calculating the neglected hydraulic pressure SWON equivalent time by adding the normal hydraulic pressure SWON equivalent time. Control apparatus for an automatic transmission is provided, characterized in that.

  According to the first aspect of the present invention, since the neglect correction is performed not only for the preparation but also for the torque phase pressure and the torque phase time, it is possible to maintain the toughness with respect to the magnitude of the ATF dropout amount and the variation in solids, and the pull-in is performed. Productivity that does not lead to shock or blow of engine rotation can be guaranteed. In particular, when the ATF is at a low temperature, the rise characteristic of the hydraulic pressure of the friction engagement element is not good, and the variation increases due to the amount of ATF dropout and the variation in solids. The torque phase pressure and the neglected torque phase time can be set optimally.

  According to the second aspect of the present invention, since the neglect correction for the time corresponding to the hydraulic pressure SWON is performed, it is possible to more accurately control the disengagement of the friction engagement element on the OFF side. In particular, when the oil temperature of the ATF is low, the hydraulic pressure SW cannot be used. In such a case, the release of the frictional engagement of the OFF side clutch can be controlled more accurately.

  FIG. 1 is a schematic configuration diagram of a vehicle according to an embodiment of the present invention. As shown in FIG. 1, the vehicle includes an engine (ENG) 2, an automatic transmission (TM) 4, a hydraulic circuit (CV) 6, an electronic control unit (ECU) 8, a throttle opening sensor 10, It includes an engine speed sensor 12, a main shaft speed sensor 14, a counter shaft speed sensor 16, an oil temperature sensor 17, an oil pressure SW 18, a shift operating device 20, and a shift lever 20a.

  A power transmission mechanism is constituted by the automatic transmission 4 that shifts the output of the engine 2 and transmits it to the wheels. The shift control of the automatic transmission 4 is performed by a hydraulic control signal to the hydraulic circuit 6, and the hydraulic circuit 6 is operated by operating a solenoid valve (to be described later) by a shift / torque control signal (hereinafter referred to as a control signal) from the ECU 8. Done.

  The hydraulic circuit 6 connects a solenoid valve group including a May regulator valve, a shift valve group, a D inhibitor valve, a cut valve group, a control valve group, an on / off solenoid valve group and a linear solenoid valve group, and these valves. It is composed of an oil passage. The engagement of the shift clutch and the lockup clutch is performed based on control signals input from the ECU 8 to the on / off solenoid valve group and the linear solenoid valve group.

  A throttle opening sensor 10 is connected to the throttle valve of the engine 2 and outputs an electric signal according to the opening of the throttle valve. The engine speed sensor 12 detects the speed NE of the engine output shaft Es in FIG. 2 and outputs a corresponding electrical signal. The input shaft rotational speed sensor 14 detects the rotational speed NM of the input shafts 31 and 32 in FIG. The counter shaft rotational speed sensor 16 detects the rotational speed NC of the counter shaft 33 in FIG. A vehicle speed sensor (not shown) detects the vehicle speed V. The oil temperature sensor (oil temperature detecting means) 17 detects the temperature of the ATF in the hydraulic circuit 6 and outputs a corresponding electric signal. Sensor output values of the sensors 10, 12, 14, 16, 17 are input to the ECU 8.

  The shift lever 20a is provided in the vicinity of a vehicle driver's seat (not shown), and, for example, any one of eight ranges, P, R, N, D5, D4, D3, 2, 1 is selected by the operation of the vehicle driver. Selected. The shift operation device 20 outputs a signal indicating the position selected by operating the shift lever 20a by the driver. A signal indicating the position detected by the shift operation device 20 is input to the ECU 8. The shift lever 20a is connected to the manual valve of the hydraulic circuit 6 via a cable, and moves the spool of the manual valve in accordance with the operation of the shift lever 20a.

  The ECU 8 controls the shift of the automatic transmission 4 as follows. (1) Engagement of the shift clutch is controlled by controlling the corresponding on / off solenoid valve and linear solenoid valve in the hydraulic circuit 6 according to each position (P, R, N). (2) When the position is D, a shift map is searched from the vehicle speed V and the throttle opening TH, and a destination stage (shift stage) corresponding to the vehicle speed V and the throttle opening TH is selected. When the current stage engaged and the destination stage are different, the on / off solenoid valve corresponding to the current stage (OFF side clutch) and destination stage (ON side clutch) is turned ON, and the preparation, torque phase, inertia phase In the engagement, the clutch hydraulic pressure command values (hereinafter referred to as hydraulic pressure command values) QOF and QON of the OFF side clutch and the ON side clutch are calculated. A control signal corresponding to the hydraulic command values QON and QOF is output to the linear solenoid valve corresponding to the ON / OFF side clutch. Further, in a predetermined upshift, for example, LOW-2ND, 2ND-3RD, when the oil temperature TATF is equal to or higher than a predetermined temperature, control is performed based on the hydraulic pressure SW signal from the hydraulic pressure SW. (3) After the shift is completed, the on / off solenoid valve corresponding to the clutch at the current stage is turned on and the control signal is output to the linear solenoid valve as necessary. (4) In order to control the engagement of the lockup clutch LC according to the running state of the vehicle, the corresponding on / off solenoid valve is turned on / off and a control signal is output to the linear solenoid valve.

  First, the configuration of the automatic transmission 4 will be described with reference to FIGS. The automatic transmission 4 includes a torque converter 22 (consisting of an impeller 22a, a turbine 22b, and a stator 22c) connected to an engine output shaft Es in a transmission housing 20, and a parallel shaft type connected to a turbine shaft 31 of the torque converter 22. A differential mechanism (not shown) having a speed change mechanism 4 and a final reduction driven gear that meshes with a final reduction drive gear 36a of the speed change mechanism 4 is arranged, and driving force is transmitted from the differential mechanism to the left and right wheels. Is done.

  The engine output shaft Es is connected to the impeller 22a of the torque converter 22, and the turbine 22b of the torque converter 22 is connected to the turbine shaft 31 (the first input shaft 31 of the forward / reverse switching mechanism 24). Further, the torque converter 22 has a lock-up clutch LC that can directly connect the engine output shaft Es and the turbine 22b.

  The parallel-shaft transmission 4 includes a first input shaft 31, a second input shaft 32, a counter shaft 33, and an idle shaft 35 extending in parallel with each other. The axial positions of these shafts are indicated by S1 in FIG. , S2, S3 and S5, respectively. 2 (A) and 2 (B) show the power transmission configuration of the parallel shaft type transmission mechanism 4, and FIG. 2 (A) shows the first input shaft 31 (2) along 2A-2A in FIG. S1), a cross section passing through the counter shaft 33 (S3) and the second input shaft 32 (S2), and FIG. 2B shows the first input shaft 31 (S1) along 2B-2B in FIG. A cross section passing through the idle shaft 35 (S5) and the second input shaft 32 (S2) is shown.

  The first input shaft 31 is connected to the turbine 22b of the torque converter 20, is rotatably supported by bearings 71a and 71b, and receives the driving force from the turbine 22b and rotates in the same manner as this. The first input shaft 31 includes a fifth speed drive gear 55a, a 5TH clutch 45, a 4TH clutch 44, a fourth speed drive gear 44a, a reverse drive gear 46a, and a first connection gear 41 in order from the torque converter 22 side (right side in the figure). Is arranged.

  The fifth speed drive gear 55a is rotatably disposed on the first input shaft 31, and is engaged with and disengaged from the first input shaft 31 by a 5TH clutch 45 operated by hydraulic pressure. The 4-speed drive gear 54a and the reverse drive gear 56a are integrally connected and rotatably disposed on the first input shaft 31, and the first input is performed by the 4TH clutch 44 that is operated by hydraulic pressure. The shaft 31 is engaged and disengaged. The first connection gear 61 is located outside a bearing 71a that rotatably supports the first input shaft 31, and is coupled to the first input shaft 31 in a cantilever state.

  The second input shaft 32 is rotatably supported by bearings 72a and 72b. On this shaft, in order from the right side in the figure, a 2ND clutch 42, a second speed drive gear 52a, a LOW drive gear 51a, a LOW clutch 41, a 3RD clutch 43, A third speed driving gear 53a and a fourth connecting gear 64 are provided.

  The 2nd speed drive gear 52a, the LOW drive gear 51a, and the 3rd speed drive gear 53a are rotatably disposed on the second input shaft 32, respectively. The 2ND clutch 42, the LOW clutch 41, and the 3RD are operated by hydraulic pressure. The clutch 43 is engaged with and disengaged from the second input shaft 32. The fourth connection gear 64 is coupled to the second input shaft 32.

  As shown in FIG. 2B, the idle shaft 35 is rotatably supported by bearings 75a and 75b, and a second connection gear 62 and a third connection gear 63 are provided integrally with the shaft. The second connection gear 62 meshes with the first connection gear 63, and the third connection gear 63 meshes with the fourth connection gear 64. These first to fourth connection gears constitute a connection gear train 60, and the rotation of the first input shaft 31 is constantly transmitted to the second input shaft 32 via the connection gear train 60.

  The counter shaft 33 is rotatably supported by bearings 73a and 73b. On this shaft, the final reduction drive gear 36a, the second speed driven gear 52b, the LOW driven gear 51b, the fifth speed driven gear 55b, the third speed are sequentially arranged from the right side in the figure. A driven gear 53b, a 4-speed driven gear 54b, a dog-tooth clutch 46 and a reverse driven gear 56c are provided.

  The final reduction drive gear 36a, the second speed driven gear 52b, the LOW driven gear 51b, the fifth speed driven gear 55b, and the third speed driven gear 53b are coupled to the counter shaft 33 and rotate integrally therewith. The fourth speed driven gear 54 b is rotatably disposed on the counter shaft 33.

  The reverse driven gear 56c is also rotatably disposed on the counter shaft 33. The dog-tooth clutch 46 is operated in the axial direction, so that the 4-speed driven gear 54 b and the counter shaft 33 can be engaged and disengaged, and the reverse driven gear 56 c and the counter shaft 33 can be engaged and disengaged. As shown in the figure, the LOW driving gear 51a and the LOW driven gear 51b mesh, the second speed driving gear 52a and the second speed driven gear 52b mesh, and the third speed driving gear 53a and the third speed driven gear 53b. The four-speed drive gear 54a and the fourth-speed driven gear 54b are meshed, and the fifth-speed drive gear 55a and the fifth-speed driven gear 55b are meshed. Further, the reverse drive gear 56a meshes with the reverse driven gear 56c via an idler gear (not shown).

  In the transmission configured as described above, the setting of each speed stage and its power transmission path will be described below. In this transmission, in the forward range, the dog-tooth clutch 46 is moved rightward in the drawing, and the 4-speed driven gear 54b and the counter shaft 33 are coupled. On the other hand, in the reverse (reverse) range, the dog-tooth clutch 46 is moved leftward and the reverse driven gear 56c and the counter shaft 33 are engaged.

  First, each speed stage in the forward range will be described. The LOW speed stage is set by engaging the LOW clutch 41. The rotational driving force transmitted from the torque converter 22 to the first input shaft 31 is transmitted to the second input shaft 32 via the connection gear train 60.

  Here, since the LOW clutch 41 is engaged, the LOW drive gear 51a is driven at the same rotation as the second input shaft 32, the LOW driven gear 51b meshing with the second input shaft 32 is driven to rotate, and the counter shaft 33 is driven. The This driving force is transmitted to a differential mechanism (not shown) through a final reduction gear train.

  The second speed is set by engaging the 2ND clutch 42. The rotational driving force transmitted from the torque converter 22 to the first input shaft 31 is transmitted to the second input shaft 32 via the connection gear train 60. Here, since the 2LD clutch 42 is engaged, the second speed drive gear 52a is driven at the same rotation as the second input shaft 32, the second speed driven gear 52b meshing with the second input shaft 32 is rotated, and the counter shaft 33 is rotated. Driven. This driving force is transmitted to a differential mechanism (not shown) through a final reduction gear train.

  The third speed is set by engaging the 3RD clutch 43. The rotational driving force transmitted from the torque converter 22 to the first input shaft 31 is transmitted to the second input shaft 32 via the connection gear train 60. Here, since the 3RD clutch 43 is engaged, the 3rd speed drive gear 53a is driven at the same rotation as the second input shaft 32, and the 3rd speed driven gear 53b meshing with the 3rd speed drive gear 53a is rotationally driven, so that the counter shaft 33 is driven. Is driven. This driving force is transmitted to a differential mechanism (not shown) through a final reduction gear train.

  The fourth speed is set by engaging the 4TH clutch 44. The rotational driving force transmitted from the torque converter 22 to the first input shaft 31 rotates the fourth speed drive gear 54a via the 4TH clutch 44, and rotationally drives the fourth speed driven gear 54b engaged therewith.

  Here, in the forward range, since the fourth speed driven gear 54b is engaged with the counter shaft 33 by the dog-tooth clutch 46, the counter shaft 33 is driven, and this driving force is illustrated via the final reduction gear train. Not transmitted to the differential mechanism.

  The fifth gear is set by engaging the 5TH clutch 45. The rotational driving force transmitted from the torque converter 22 to the first input shaft 31 rotates the fifth speed drive gear 55a via the 5TH clutch 45, and rotationally drives the fifth speed driven gear 55b engaged therewith. Since the fifth speed driven gear 55b is coupled to the counter shaft 33, the counter shaft 33 is driven, and this driving force is transmitted to a differential mechanism (not shown) via the final reduction gear train.

  On the other hand, the reverse (reverse) stage is set by engaging the 4TH clutch 44 and moving the dog-tooth clutch 46 leftward. The rotational driving force transmitted from the torque converter 22 to the first input shaft 31 rotates the reverse drive gear 56a via the 4TH clutch 44, and the reverse driven gear 56c meshes with the idler gear via a reverse idler gear (not shown). Is driven to rotate.

  Here, in the reverse (reverse) range, since the reverse driven gear 56c is engaged with the counter shaft 33 by the dog-tooth clutch 46, the counter shaft 33 is driven, and this driving force is transmitted via the final reduction gear train. To a differential mechanism (not shown). As can be seen from this, the 4TH clutch 44 also serves as a reverse clutch.

  FIG. 4 shows a hydraulic circuit 6 constituting a valve group for performing torque converter control and shift control in the automatic transmission configured as described above. In this hydraulic circuit diagram, a portion where the oil passage is open is connected to a drain (oil tank (OT)).

  This apparatus has an oil pump OP that discharges the ATF of the oil tank OT. The oil pump OP is driven by the engine to supply ATF to the oil passage 130. The oil passage 130 is connected to the main regulator valve 80 via the oil passage 130a, and the pressure is adjusted here to generate a line pressure PL in the oil passages 130 and 130a.

  This line pressure PL is supplied to the manual valve 88 via the oil passage 130b. The oil passage 130b is always connected to the oil passage 130d via the port of the manual valve 88 (always connected regardless of the operation of the manual valve 88), and the line pressure PL is first connected via the oil passage 130d. To the fourth on / off solenoid valves 111 to 114 and the first linear solenoid valve 116.

  Excess oil whose line pressure PL has been adjusted in the main regulator valve 80 is supplied to the oil passage 221 and further supplied to the oil passage 222. The surplus oil supplied to the oil passage 221 is controlled by a lockup shift valve 81, a lockup control valve 82, and a torque converter check valve 83, and is used for engagement control of the lockup clutch LC of the torque converter 22 and ATF supply. Thereafter, the oil is returned to the oil tank OT through the oil cooler 84. The surplus oil supplied to the oil passage 222 is regulated by the lubrication relief valve 85 and supplied as lubricating oil for each part.

  This hydraulic circuit diagram shows a LOW clutch 41, a 2nd clutch 42, a 3RD clutch 43, a 4TH clutch 44, and a 5TH clutch 45 constituting the above-described transmission. Each clutch has a LOW accumulator 105 and a 2ND accumulator 106, respectively. A 3RD accumulator 107, a 4TH accumulator 108, and a 5TH accumulator 109 are connected via an oil passage. Further, a forward / reverse selection hydraulic servo mechanism 100 for operating the dog-tooth clutch 46 is provided.

  In order to perform ATF pressure supply control to each of the clutches 41 to 45 and the forward / reverse selection hydraulic servo mechanism 100, the first shift valve 90, the second shift valve 92, the third shift valve 94, the fourth shift valve 96, and the D inhibitor A valve 98, a first cut valve 120, and a second cut valve 122 are arranged as shown. Further, in order to perform engagement control of the lockup clutch LC, a lockup shift valve 81, a lockup control valve 82, and a torque converter check valve 83 are arranged as shown in the figure.

  The first to fourth on / off solenoid valves 111 to 114 and the first to third linear solenoid valves 116 to 118 are shown in order to perform the operation control of these valves and the control of the hydraulic pressure supplied to each clutch. It is arranged like this. Hydraulic pressure switches 142 and 143 are provided for the 2ND clutch 42 and the 3RD clutch 43. The hydraulic pressure switch 142 is connected to an oil passage 152 to which the 2ND clutch 42 is connected. The hydraulic pressure SW 143 is connected to an oil passage 153 to which the 3RD clutch 43 is connected. The oil pressure SWs 142 and 143 turn on the oil pressure SWON signal when the oil pressure in the oil passages 152 and 153 exceeds a predetermined value. Hydraulic pressure SWON signals from the hydraulic pressure switches 142 and 143 are input to the ECU 8.

  FIG. 6 is a functional block diagram relating to control of the automatic transmission of the ECU 8. The ECU 8 includes a lockup control means 250 and a shift control means 252. The lockup control means 250 controls the engagement of the lockup clutch LC. The shift control means 252 includes a P, R, N control means 260 and a D control means 262. The D control unit 262 includes a main control unit 270, an upshift control unit 272, a downshift control unit 274, and a steady control unit 276.

  Each speed stage is set by operating the shift lever 20a of the shift operating device 20 or by moving the spool 88a of the manual valve 88 in accordance with the result of searching the shift map based on the vehicle speed V and the throttle opening TH. Are switched, and the operation of the first to fourth on / off solenoid valves 111 to 114 and the first to third linear solenoid valves 116 to 118 is set by the shift control means 252 as shown in FIG. Is called. The first to fourth on / off solenoid valves 111 to 114 and the first to third linear solenoid valves 116 to 118 are normally closed solenoid valves that are opened when energized (on) and are signal hydraulic. Is generated.

  In FIG. 5, symbols x and ◯ mean that the solenoid is turned off and on, respectively. In the column of on / off solenoid valves in FIG. 5, symbols A to D mean the first to fourth on / off solenoid valves 111 to 114, respectively.

  “S” and “Saku” in the column of the first and second cut valves indicate a set state and an operating state. Further, 1, 2, 3, 4, and 5 in the clutch hydraulic pressure supply column indicate the LOW clutch 41, the 2nd clutch 42, the 3RD clutch 43, the 4TH (reverse) clutch 44, and the 5TH clutch 45, respectively. The reverse clutch and the 4TH clutch are also used by the same clutch 44.

  In the clutch hydraulic pressure supply column of FIG. 5, PL means that the line pressure PL is supplied, and A to C mean the first to third linear solenoid valves 116 to 118. Further, the servo position column indicates whether the forward / reverse selection hydraulic servo mechanism 100 is operated to either R (reverse) or D (forward).

  In FIG. 5, the positions indicate the operating position of the shift lever 20a and the operating position of the manual valve 88. These positions include a parking (P) position, a reverse (R) position, a neutral (N) position, and a forward (D) position. Are provided, and in this embodiment, three further positions are provided as the forward positions. FIG. 4 shows a state where the manual valve 88 is located at the N position.

  When the shift lever 20a is in the parking (P) position, reverse (R) position, or neutral (N) position, the P, R, N control means 260 follows the mode at each position as shown in FIG. The energization of the first to fourth on / off solenoid valves 111 to 114 and the first to third linear solenoid valves 116 to 118 is controlled.

  When the D control means 262 is in the forward (D) position, as shown in FIG. 5, the D control means 262 controls the shift clutch, but details of the operation description of the hydraulic circuit 6 are omitted. When the shift lever 20a is operated to the forward (D) position, ten types of modes as shown in FIG. 5 are set.

  The shift control during upshift will be described in detail. The main control means 270 is a shift map indicating the relationship between the vehicle speed, the throttle opening, and the gear position from the signal indicating the position from the shift operating device 20, or the throttle opening TH detected by the vehicle speed V and the throttle opening sensor 10. The destination stage obtained by searching for the current stage is compared with the current stage, and it is determined whether upshift / downshift / no shift. In the case of an upshift, control is performed so that the upshift control means 272 is executed. In the case of downshift, control is performed so that the downshift control means 274 is executed. When there is no shift, control is performed so that the steady control means 276 is executed.

  As shown in FIG. 7, the upshift control unit 272 includes a neglect determination unit 280, a preparation control unit 281, a torque phase control unit 282, an inertia phase control unit 284, and an engagement control unit 286. The leaving determination unit 280 determines whether or not the amount of remaining oil in the ATF of the ON clutch is predicted to be a predetermined amount or less. That is, the term “leaving” refers to the case where the ATF of the clutch is drained or the like and the amount of slippage is large (the amount of oil remaining in the oil passage is small). For example, the engine water temperature is lower than a predetermined temperature, and the ATF oil temperature detected by the oil temperature sensor 17 (hereinafter referred to as ATF oil temperature TATF) is lower than the predetermined temperature. Since the engine water temperature is heated by the engine 2 and the ATF increases due to the rotational shearing of the clutch, it is determined from these temperatures that the engine water temperature is left as it is. The engine water temperature is detected by an engine water temperature sensor (not shown), and this detection signal is input to the ECU 8. Alternatively, it may be determined that the ignition switch is turned on and left unattended in the first shift. The case where it is not left is called normal.

  As shown in FIG. 8, the preparation control unit 281 includes a normal preparation pressure calculation unit 300, a normal preparation time calculation unit 302, a preparation pressure calculation unit 304, a neglected preparation time calculation unit 306, and an OFF pressure calculation unit 308. The preparation database 310 and the neglect correction preparation database 312 are included. The normal preparation pressure calculating means 300 searches the normal preparation database 310 from the input shaft rotational speed NM and the ATF oil temperature TATF at the normal time, and calculates the preparation pressure QDB1A. The preparation pressure QDB1A is set to the ON-side clutch hydraulic pressure command value QON, and a control signal corresponding to QON is output to the hydraulic circuit 6.

  The normal preparation time calculation means 302 searches the normal preparation database 310 from the input shaft rotational speed NM and the ATF oil temperature TATF, calculates the preparation time TMDB1A, sets the preparation time TMDB1A in the preparation timer, and starts time counting. . For example, the normal preparation database 310 is searched from the input shaft speed NM and the ATF oil temperature TATF, and the preparation end time T1 when the oil passage residual oil amount is 0 is calculated. The oil passage residual oil amount is estimated, and the preparation time TMDB1A is calculated based on the preparation end time T1 and the oil passage residual oil amount. The normal preparation pressure QDB1A and the preparation time TMDB1A are referred to as a normal preparation pressure and a normal preparation time.

  The neglected preparation pressure calculating means 304 searches the neglected preparation database 312 from predetermined parameters, for example, the shift mode and the ATF oil temperature TATF, and sets the neglected correction preparation pressure ΔQDB1A (ΔQDB1A ≧ 0 and the ATF oil temperature is predetermined. At the following temperatures, ΔQDB1A> 0) is calculated, and the neglect correction preparation pressure ΔQDB1A is added to the normal preparation pressure QDB1A (QDB1A + ΔQDB1A). The addition result (QDB1A + ΔQDB1A) is set as a hydraulic pressure command value QON, and a control signal corresponding to the hydraulic pressure command value QON is output to the hydraulic circuit 6.

  The neglect preparation time calculation means 306 searches the neglect correction preparation database 312 from predetermined parameters, for example, the shift mode and the ATF oil temperature TATF, and sets the neglect correction preparation time ΔTMDB1A (ΔTMDB1A ≧ 0 and the ATF oil temperature is At a temperature below a predetermined value, ΔTMDB1A> 0) is calculated. The stand-by correction preparation time ΔTMDB1A is added to the normal preparation time TMDB1A (TMDB1A + ΔTMDB1A), and (TMDB1A + ΔTMDB1A) is set to the preparation timer to start clock timing.

  As described above, the normal preparation time TMDB1A in the normal time differs depending on the estimated oil passage residual oil amount when calculated based on the estimated oil passage residual oil amount. For the rotational speed NM and the ATF oil temperature TATF, it is necessary to set the normal preparation time TMDB1A to a fixed value. Therefore, the normal preparation time TMDB1A is set as a preparation time when the oil passage residual oil amount is normal. The normal preparation time TMDB1A for calculating the stand-by preparation time is stored in the normal preparation database 310 for the parameters of the speed change mode, the input shaft rotation speed, and the ATF oil temperature TATF. Since the ATF dropout amount is larger than usual when left unattended, the leave correction preparation time (TMDB1A + ΔTMDB1A) has the same parameters other than the oil passage residual oil amount, for example, the shift mode, the input shaft speed NM, and the ATF oil temperature TATF. If it is longer than normal preparation time.

  The OFF pressure calculation means 308 sets a value obtained by adding a margin addition torque value #dTQUTRF to an input shaft estimated torque TTAP, which will be described later, as an OFF shelf torque TQOF. A hydraulic pressure command value QOF corresponding to the OFF shelf torque TQOF is calculated, and a control signal corresponding to the hydraulic pressure command value QOF is output to the hydraulic circuit 6.

  The normal preparation database 310 is based on the hydraulic pressure rising characteristics of the ON clutch in a normal state, and for the predetermined parameters such as the input shaft rotational speed and the ATF oil temperature parameters, the preparation time T1, the predetermined parameters such as the shift mode, the input Normal preparation pressure QDB1A for performing neglect correction for parameters of shaft rotation speed and ATF oil temperature, and normal for calculating stand preparation time for parameters such as input shaft rotation speed and ATF oil temperature The preparation time TMQDB1A is a mapped database.

  The neglected preparation database 312 is based on the rising characteristics of the hydraulic pressure of the ON clutch at the time of neglecting, and the neglected correction preparation pressure ΔQDB1A and the predetermined parameters, for example, for the parameters of the shift mode and the ATF oil temperature, for example, This is a database in which the neglect correction preparation time ΔTMDB1A is mapped for the parameters of the shift mode and the ATF oil temperature. The neglect correction preparatory pressure ΔQDB1A and neglect correction preparatory time ΔTMDB1A may be changed by adding other parameters, for example, the input shaft rotational speed, etc. to the above parameters. In order to reduce the number of data, which is a dominant factor, the above parameters (shift mode and ATF oil temperature) are used for mapping.

  If the neglect correction is performed only with the preparation pressure / preparation time, the correction amount becomes excessive as described above, and it is difficult to guarantee the merchantability with respect to the estimation error (the amount of missing) and the variation in solids. The neglect correction is moderately performed to absorb estimation errors and individual variations by neglect correction in the torque phase described later. The neglect correction preparation pressure ΔQDB1A and the neglect correction preparation time ΔTMDB1A are set from the following viewpoints. (1) The rising characteristic of the hydraulic pressure of the ON clutch with respect to the preparatory pressure (hydraulic command value) becomes substantially constant when the preparatory pressure exceeds a certain pressure. (2) The actual hydraulic pressure at the time when the preparation time (TMDB1A + ΔTMDB1A) has elapsed with respect to the magnitude of the ATF dropout amount (MIN / MAX of the oil passage residual oil amount) and the solids variation is corrected by the neglect correction in the torque phase, which will be described later. The rotation pressure is not generated, and the actual oil pressure at the end of the torque phase is smaller than the actual oil pressure required at the start of the inertia phase, and is within a predetermined range satisfying that no drawing shock occurs.

FIG. 9 shows data indicating the neglect correction preparation pressure ΔQDB1A stored in the neglect preparation database 312. UP12 is an upshift from 1 to 2ND, UP23 is an upshift from 2ND to 3RD, UP34 is an upshift from 3RD to 4th, and UP45 is an upshift from 4th to 5th. The neglect correction preparation pressure ΔQDB1A (kgf / cm ² ) with respect to the ATF oil temperature TATF (° C.) is shown. As shown in FIG. 9, as the ATF oil temperature TATF becomes lower, the neglect correction preparation pressure ΔQDB1A increases. This is because the lower the oil temperature, the higher the viscosity of the oil, so that the neglect correction preparation pressure ΔQDB1A is set to be large so that the oil passage can be filled with oil reliably.

  FIG. 10 shows data indicating the neglect correction preparation time ΔTMDB1A stored in the neglect preparation database 312. UP12, UP23, UP34, and UP45 are the same as those in FIG. The neglect correction preparation time ΔTMDB1A (sec) with respect to the ATF oil temperature TATF (° C.) is shown. As shown in FIG. 9, in particular, as shown in UP12, as the ATF oil temperature TATF becomes lower, the neglect correction preparation time ΔTMDB1A becomes longer. This is because the lower the oil temperature, the higher the viscosity of the oil, so that the neglect correction preparation time ΔTMDB1A is set to be long so that the oil passage can be reliably filled with oil. The neglect correction preparation time ΔTMDB1A is larger than 0 at a predetermined low temperature, for example, 95 ° C. or less for UP12, 45 ° C. or less for UP23, and 10 ° C. or less for UP34, and 0 for UP45. Yes.

  As shown in FIG. 11, the torque phase control means 282 includes a normal torque phase pressure calculation means 350, a normal torque phase time calculation means 352, a normal hydraulic pressure SWON equivalent time calculation means 354, and a neglected torque phase pressure calculation means 356. The neglected torque phase time calculating means 358, the neglected hydraulic pressure SWON equivalent time calculating means 360, the OFF torque phase pressure calculating means 362, the normal torque phase database 364, and the neglected correction torque phase database 366 are included.

  The normal torque phase pressure calculating means 350 calculates the target torque TQUATA1 at the torque phase end time based on the input shaft estimated torque TTAP, and calculates the torque phase pressure QUATAG corresponding to the target torque TQUATA1. The torque phase pressure QUATAG is set to a hydraulic pressure command value QON, and a control signal corresponding to QON is output to the hydraulic circuit 6.

  The normal torque phase time calculation means 352 searches the normal torque phase database 364 from the torque phase pressure QUATAG, the input shaft speed NM, and the ATF oil temperature TATF, and calculates the torque phase time TMDB2B. In normal times, when the hydraulic pressure switches 142 and 143 are not used, the torque phase time TMDB2B is set in the torque phase control timer and the time measurement is started.

  The normal hydraulic pressure SWON equivalent time calculation means 354 searches the normal torque phase database 364 from the torque phase pressure QUATAG, the input shaft rotational speed NM, and the ATF oil temperature TATF, and the hydraulic pressure SWON at which the actual hydraulic pressure of the ON side clutch reaches the target hydraulic pressure. The equivalent time TMDB2C is calculated. Further, (torque phase time TMDB2B-hydraulic pressure SWON equivalent time TMDB2C) is calculated. Under normal conditions, (1) When using the hydraulic pressure switches 142 and 143, when the hydraulic pressure SW signal is turned on by the hydraulic pressure switches 142 and 143, the time measurement is started by setting (TMDB2B-TMDB2C) to the inertia phase start control timer. 2) When the hydraulic pressure switches 142 and 143 are not used, TMDB2C is set in the hydraulic pressure SWON equivalent time timer to start clock timing.

  If the neglected torque phase pressure calculating means 356 is neglected, it searches the neglected correction torque phase database 366 from predetermined parameters, for example, the shift mode and the ATF oil temperature TATF, and the neglected correction torque phase pressure ΔQUATAG (ΔQUATAG ≧ 0). When the ATF oil temperature is a predetermined temperature or less, ΔQUAT> 0) is calculated. The neglected correction torque phase pressure ΔQUAT is added to the normal torque phase pressure QUATAG at the input shaft speed NM, the speed change mode, and the ATF oil temperature TATF (QUAT + ΔQUTAG), and the neglected torque phase pressure (QUAT + ΔQUATAG) is set as the hydraulic pressure command value QON. A control signal corresponding to the hydraulic pressure command value QON is output to the hydraulic circuit 6.

  If the neglected torque phase time is not neglected, the neglected torque phase time calculation means 358 searches the neglected torque phase database 366 from predetermined parameters, for example, the shift mode and the ATF oil temperature TATF, and neglected correction torque phase time ΔTMDB2B (ΔTMDB2B ≧ 0, ATF When the oil temperature is a predetermined temperature or lower, ΔTMDB2B> 0) is calculated. The left torque phase time (TMDB2B + ΔTMDB2B) is added to the normal torque phase time TMDB2B (TMDB2B + ΔTMDB2B) at the torque phase pressure QUATAG, the input shaft speed NM, the shift mode and the ATF oil temperature TATF, and the left torque phase time ( TMDB2B + ΔTMDB2B) is set to start clock timing.

  The neglected hydraulic pressure SWON equivalent time calculation means 360 searches the neglected torque phase database 366 from the torque phase pressure QUATAG, the input shaft rotational speed NM, and the ATF oil temperature TATF, and the neglected correction hydraulic pressure SWON equivalent time ΔTMDB2C (ΔTMDB2C ≧ 0, ATF oil At a temperature equal to or lower than a predetermined value, ΔTMDB2C> 0) is calculated. The neglected correction hydraulic pressure SWON equivalent time ΔTMDB2C is added to the hydraulic pressure SWON equivalent time TMDB2C at the torque phase pressure QUATAG, the input shaft rotational speed NM, and the ATF oil temperature TATF. Set (TMDB2C + ΔTMDB2C) in the timer corresponding to the hydraulic pressure SWON to start clock timing. The reason why the hydraulic pressure switches 142 and 143 are not used is that when the oil temperature is low, the pipe resistance increases, and the hydraulic pressure switches 142 and 143 actually turn on the hydraulic pressure SW signal even though the invalid stroke has not ended. This is because the neglect correction at low oil temperature is required, and therefore the hydraulic pressure switches 142 and 143 cannot be used substantially.

  The OFF torque phase pressure calculation means 362 has the following functions. (1) When the timer corresponding to the hydraulic pressure SWON times out or uses the hydraulic pressure switches 142 and 143, the value obtained by adding the margin additional torque value #dTQUTRF to the input shaft estimated torque TTAP until the hydraulic pressure switches 142 and 143 are turned on. The hydraulic pressure command value QOF corresponding to TQOF is calculated as the OFF torque TQOF, and a control signal corresponding to the hydraulic pressure command value QOF is output to the hydraulic circuit 6. (2) When the oil pressure SWON equivalent timer is timed out or when the oil pressure SW 142, 143 is used, when the oil pressure SW 142, 143 is turned on, the ON side clutch until the torque phase end time (the torque phase timer or the inertia phase start timer times out) The OFF side clutch torque TQOF is calculated from the torque TQON and the current OFF side clutch torque TQOF. A hydraulic pressure command value QOF corresponding to TQOF is calculated, and a control signal corresponding to the hydraulic pressure command value QOF is output to the hydraulic circuit 6.

  The normal torque phase database 364 is based on the rising characteristics of the ON clutch hydraulic pressure at normal times, and for normal parameters such as torque phase pressure, speed change mode, input shaft speed, and ATF oil temperature parameters. This is a database in which the time TMDB2B and the normal oil pressure SWON equivalent time TMDB2C are mapped.

  The neglected correction torque phase database 366 is based on the rising characteristics of the hydraulic pressure of the ON clutch at the time of neglecting, for example, the neglected correction torque phase pressure ΔQUATAG, the predetermined parameters for the transmission mode and ATF oil temperature parameters, For example, the neglect correction torque phase time ΔTMDB2B for the shift mode and ATF oil temperature parameters, and the neglect correction SWON equivalent time ΔTMDB2C for the predetermined parameters, for example, the shift mode and ATF oil temperature parameters, are mapped. . The neglect correction torque phase pressure ΔQUATAG and the neglect correction torque phase time ΔTMDB2B may be changed by adding other parameters to the above parameters, for example, the input shaft rotation speed, etc. In order to reduce the number of data because it is an element that is dominant in the characteristics, the data is mapped by the above parameters (shift mode and ATF oil temperature).

  The neglected correction torque phase ΔQUATAG and the neglected correction torque phase time ΔTMDB2B are set based on the rising characteristics of the hydraulic pressure of the ON clutch based on the following viewpoints. (1) The actual hydraulic pressure at the end of the torque phase is equal to or greater than the lower limit value at which the engine rotation is not blown with respect to the ATF dropout amount (MIN / MAX of the oil passage residual oil amount) and the solid variation. (2) If the oil pressure command value in the torque phase is greater than the oil pressure command value at the start of the inertia phase (inertia phase oil pressure command value), the merchantability due to pull-in shock cannot be guaranteed, so it is less than the inertia phase oil pressure command value. thing. (3) Since the extension of the neglected correction torque phase time ΔTMDB2B leads to deterioration of the shift response, it is basically assumed that the neglected correction torque phase ΔQUATG is set completely, but even if the correction torque phase ΔQUATAG is increased, If the hydraulic characteristics are not improved, the neglect correction torque phase time ΔTMDB2B is extended to ensure ATF filling.

FIG. 12 shows data indicating the neglected corrected torque phase pressure ΔQUATAG stored in the neglected torque phase database 366. UP12, UP23, UP34, and UP45 are the same as those in FIG. The neglect correction torque phase pressure ΔQUAT (kgf / cm ² ) with respect to the ATF oil temperature TATF (° C.) is shown. As shown in FIG. 12, as the ATF oil temperature TATF becomes lower, the neglected correction torque phase pressure ΔQUAT becomes larger. This is because the lower the oil temperature, the higher the viscosity of the oil, so that the neglect correction torque phase pressure ΔQUAT is set to be large so that the ATF can be reliably filled in the oil passage. Further, the neglected correction torque phase pressure ΔQUATAG is a value larger than 0 when the temperature is a predetermined low temperature, for example, 10 ° C. or less.

  FIG. 13 shows data indicating the neglected correction torque phase time ΔTMDB2B stored in the neglected torque phase database 366. UP12, UP23, UP34, and UP45 are the same as those in FIG. The left correction torque phase time ΔTMDB2B (sec) with respect to the ATF oil temperature TATF (° C.) is shown. As shown in FIG. 13, as the ATF oil temperature TATF becomes lower, the neglect correction torque phase time ΔTMDB2B becomes longer. This is because the lower the oil temperature, the higher the viscosity of the oil, so that the neglect correction torque phase time ΔTMDB2B is set longer to ensure that the oil passage can be filled with oil. The neglect correction torque phase time ΔTMDB2B is greater than 0 at a predetermined low temperature, for example, 95 ° C. or less for UP12, 45 ° C. or less for UP23, 10 ° C. or less for UP34, and 0 for UP45. ing.

  Further, the neglect correction torque phase pressure ΔQUATAG and the neglect correction torque phase time ΔTMDB2B are set to 0 when neglect correction is not necessary, and therefore the neglect correction is controlled without determining whether or not neglect correction is performed. Be able to.

  FIG. 14 is a diagram showing the relationship between the ATF oil temperature and the neglect correction amount. A hydraulic pressure command value L1 at a cryogenic temperature indicated by a broken line and an actual hydraulic pressure N1 indicated by a broken line, a hydraulic pressure command value L2 at a normal temperature indicated by a solid line, and an actual hydraulic pressure N2 indicated by a solid line are shown. As shown in FIG. 14, since the oil viscosity is higher as the oil temperature is lower, the rise characteristic of the hydraulic pressure of the ON clutch is not good, so in the neglect correction in preparation, the neglect correction preparation pressure ΔQDB1A is large and the neglect correction preparation is performed. When the time ΔTDB1A is set to be long and the neglected correction in the torque phase, the neglected correction torque phase pressure ΔQUATG is set large and the neglected correction torque phase time ΔTMDB2B is set to be long so that oil filling of the oil passage can be reliably performed.

  The neglected correction SWON equivalent time ΔTMDB2C is different in the time required to reach the target hydraulic pressure due to the difference in the hydraulic characteristics in the shift mode and the ATF oil temperature TATF due to the magnitude of the ATF dropout amount and the individual variation. From the viewpoint of reducing the shift shock, it is determined based on the rising characteristic of the hydraulic pressure of the ON clutch.

  The input shaft estimated torque TTAP calculates the engine inertia torque DTEI at the start of the inertia phase used for the change from the engine speed NE, and the input shaft with respect to the calculated engine inertia torque DTEI and the engine speed NE at the start of the shift. The torque converter 22 of the torque converter 22 corresponding to the torque converter slip ratio ETR obtained by searching a map storing the relationship between the torque converter slip ratio and the torque converter torque ratio from the torque converter torque ratio KTRLAT indicated by the ratio (NM / NE) of the rotational speed NM. The input shaft estimated torque TTAP is estimated by the following formula (1) using the torque converter torque ratio KTRLAT.

TTAP = (TQGAIR-DTEI) * KTR (1)
However, TQGAIR is the estimated engine output torque at the time of control, and DTEI is the engine inertia torque at the time of control. KTR is the torque converter torque ratio at the time of control. The estimated engine output torque is calculated based on, for example, the intake air amount to the engine 2 and the engine speed NE.

  The inertia phase control means 284 calculates the ON side clutch torque TQON from the viewpoint of reducing the shift shock based on the input shaft estimated torque TTAP. For example, inertia phase front clutch torque TQUIA0 = TTAP * {1 + KGUIA0 * ((# RATIOn / # RATIom) -1)}, inertia phase first intermediate clutch torque TQUIIA1 = TTAP * {1 + KGUIA1 * ((# RATIOn / # RATIom) − 1)}, inertia phase second intermediate clutch torque TQUIA2 = TTAP * {1 + KGUIA2 * ((# RATIOn / # RATIom) -1)}, inertia phase rear side clutch torque TQUIA3 = TTAP * {1 + KGUIA3 * ((# RATIOn / # RATIOm) -1)} is calculated, and the ON-side clutch torque TQON is calculated based on TQUIA0, TQUIA1, TQUIIA2, TQUIIA3 and the input / output rotational speed ratio GRATIO at the time of control.

  The input / output rotational speed ratio GRATIO is a value obtained by converting the ratio of the input shaft rotational speed NM and the counter shaft NC into a table using a predetermined table (not shown). For this reason, GRATIO converges within a certain range based on the gear ratio of each gear stage when the clutch is completely engaged, and changes sequentially according to the degree of progress during gear shifting. It can be used as an index indicating the degree of progress. Therefore, by using this GRATIO, it is possible to accurately detect the progress of the shift regardless of the elapsed time from the start of the shift. #RATIOn is the gear ratio of the current stage, #RATIom is the gear ratio of the destination stage, and KGUIA0 to KGUIA3 are coefficients determined from the viewpoint of reducing the shift shock.

  Then, the inertia phase section is divided into three sections by GRATIO. For example, a value GRUIA1 obtained by adding the first predetermined value to GRATIO (GA), a value GRUIA2 obtained by adding the second predetermined value to GRATIO (GA), and a value #GRUEAG obtained by subtracting the third predetermined value from GRATIO (GB) are set. .

  In GRATIO (GA) to GRUIA1 (SFTMON = 31h), the ON torque TQON is calculated based on the clutch torques TQUIA0 and TQUIA1 and the input shaft estimated torque TTAP. In GRUIA1 to GRUIA2 (SFTMON = 32h), the ON torque TQON is calculated based on the clutch torques TQUIA1 and TQUIA2 and the input shaft estimated torque TTAP. In GRUIA2 to #GRUEAG (SFTMON = 33h), the ON torque TQON is calculated based on the clutch torques TQUIA2 and TQUIA3 and the input shaft estimated torque TTAP.

  The inertia phase ends when GRATIO becomes larger than #GRUEAG. A hydraulic pressure command value QON corresponding to the ON side clutch torque TQON is calculated, and a control signal corresponding to the hydraulic pressure command value QON is output to the hydraulic circuit 6. Further, the OFF torque TQOF is set to zero. A hydraulic pressure command value QOF corresponding to the OFF-side clutch torque TQOF is calculated, and a control signal corresponding to the hydraulic pressure command value QOF is output to the hydraulic circuit 6.

  The engagement control means 286 calculates an engagement hydraulic pressure command value QON necessary for fully engaging the destination stage clutch and a hydraulic pressure command value QOF for completely releasing the current stage clutch, and corresponds to the hydraulic pressure command values QON and QOF. A control signal is output to the hydraulic circuit 6.

  15 to 17 are flowcharts showing an example of the control method of the automatic transmission. 15 to 17 are executed at regular intervals, for example, every 10 msec. 18 to 19 are time charts relating to the control of the automatic transmission. Hereinafter, the shift control method at the time of upshift will be described with reference to these drawings.

  In step S2 in FIG. In step S4, shift determination is performed. In step S20 in FIG. 16, a shift map storing the relationship between the vehicle speed and the throttle opening and the gear position is searched from the vehicle speed V and the throttle opening TH, and in step S22, the search value is rewritten as the destination stage (shift stage) SH. . The destination stage is also determined by selection by the shift lever 20a. In step S24, the current stage is rewritten as GA, and the target stage SH is rewritten as the preceding stage GB. In step S26, the shift mode QATNUM is searched. Shift modes are 11h (upshift from 1st speed to 2nd speed), 12h (upshift from 2nd speed to 3rd speed), 21h (downshift from 2nd speed to 1st speed), 31h (1st speed hold), etc. Indicated by If the first character is 1, it indicates an upshift, if it is 2, it indicates a downshift, and if it is 3, it indicates a hold.

  In step 28, SFTMON is initialized to 00h. SFTMON is a counter for shift control, 00h before start of shift control, 10h, 11h for preparation, 20h, 21h, 22h for torque phase, 30h, 31h, 32h, 33h for inertia phase, 40h, 41h for engagement Change. Steps S20 to S28 are executed only at the first shift, and other steps are skipped.

  In step S6 in FIG. 15, the destination stage and the current stage are compared to determine whether or not there is a shift. If an affirmative determination is made (shift is present), the process proceeds to step S8. If the determination is negative (no shift), steady control is performed. In step S8, it is determined whether or not it is an UP shift. If the determination is affirmative (UP shift), the process proceeds to step S10. If it is negative determination (DOWN shift), it will progress to step S12 and the DOWN shift control means 274 will control downshift.

  In step S10, the UP shift control of FIG. 17 is performed. In step S50 in FIG. 17, it is determined whether or not it is the first shift (SFTMON = 10h). If it is affirmation determination (shift first time), it will progress to step S52. If a negative determination is made, the process proceeds to step S70. In step S52, it is determined whether or not to leave. If the determination is affirmative (leave), the process proceeds to step S54. If the determination is negative (normal), the process proceeds to step S60.

(A) When left unattended (a1) Preparation In step S54, the normal preparation database 310 is searched from the shift mode, the input shaft speed NM, and the ATF oil temperature TATF, and the normal value (normal preparation time) TMDB1A is calculated. And the ATF oil temperature TATF is searched for the neglect preparation database 312 to calculate the neglect correction (neglect correction preparation time) ΔTMDB1A, and as shown in FIG. Start timing.

  In step S56, the normal preparation database 310 is searched from the transmission mode, the input shaft rotation speed NM, and the ATF oil temperature TATF to calculate the normal value (normal preparation pressure) QDB1A, and the neglect preparation database 312 is calculated from the transmission mode and the ATF oil temperature TATF. Is searched to calculate the neglect correction (neglect correction preparatory pressure) ΔQDB1A, and the preparation pressure is set to (normal value + neglect correction). In step S72, as shown in FIG. 18, at time t1, the preparation pressure (QDB1A + ΔQDB1A) is set to the hydraulic pressure command value QON, a control signal corresponding to QON is output to the hydraulic circuit 6, and the process returns to step S50. In step S70, it is determined whether or not the preparation pressure timer has timed out. If a negative determination is made, the process proceeds to step S72. If it is affirmation determination, it will progress to step S80. Here, since the preparation pressure timer has not timed out, the process proceeds to step S72. In step S72, the preparation pressure (QDB1A + ΔQDB1A) is set to the hydraulic pressure command value QON, and a control signal corresponding to QON is output to the hydraulic circuit 6. Step S72 is executed until the preparation pressure timer times out at time t2 in FIG.

(A2) Torque phase In step S70, it is determined whether or not the preparation pressure timer has timed out. If a negative determination is made, the process proceeds to step S72. If it is affirmation determination, it will progress to step S80. Here, since the preparation pressure timer has timed out, the process proceeds to step S80. In step S80, it is determined whether or not the torque phase is the first time (SFTMON = 20h). If a positive determination is made, the process proceeds to step S90. If a negative determination is made, the process proceeds to step S110. Since the torque phase is the first time here, the process proceeds to step S90. In step S90, it is determined whether or not to leave. If it is affirmation determination, it will progress to step S92. If a negative determination is made, the process proceeds to step S100. Since it is left unattended here, the process proceeds to step S92.

  In step S92, the normal torque phase database 364 is obtained from the torque phase pressure QUATAG corresponding to the target torque TQUATA1 at the torque phase end time based on the input shaft estimated torque TTAP, the shift mode, the input shaft speed NM, and the ATF oil temperature TATF. The normal value (normal torque phase time) TMDB2B is searched to calculate the neglect preparation database 366 from the shift mode and the ATF oil temperature TATF, and the neglect correction (neglect correction torque phase time) ΔTMDB2B is calculated, as shown in FIG. As described above, at time t2, (TMDB2B + ΔTMDB2B) is set in the torque phase timer, and time counting is started.

  In step S94, a normal value (normal torque phase pressure) QUATAG corresponding to the target torque TQUATA1 at the torque phase end time based on the input shaft estimated torque TTAP is calculated, and the neglect preparation database 366 is calculated from the transmission mode and the ATF oil temperature TATF. The neglected correction (neglected correction torque phase pressure) Δ QUATAG is calculated and the torque phase pressure is set to (QUATAG + Δ QUATAG).

  In step S96, the normal torque phase database 364 is searched from the normal torque phase pressure QUATAG, the speed change mode, the input shaft speed NM, and the ATF oil temperature TATF to calculate a normal value (normal oil pressure SWON equivalent time) TMDB2C. The neglect preparation database 366 is searched from the ATF oil temperature TATF, neglect correction (neglect correction oil pressure SWON equivalent time) ΔTMDB2C is calculated, (TMDB2C + ΔTMDB2C) is set in the oil pressure SWON equivalent timer, and time counting is started.

  In step S110, at time t2 in FIG. 18, the torque phase pressure (QUITAG + ΔQUATAG) is set as the hydraulic pressure command value QON, and a control signal corresponding to QON is output to the hydraulic circuit 6. Further, the OFF torque phase pressure calculating means 362 calculates a hydraulic pressure command value QOF for the OFF side clutch, and outputs a control signal corresponding to the QOF to the hydraulic circuit 6. Steps S50, S70, S80, S108, and S110 are executed until the torque phase end time t4. When the timer corresponding to the hydraulic pressure SWON times out at time t3, the OFF torque phase pressure calculating means 362 starts control for releasing the OFF side clutch.

  In FIG. 19, the actual hydraulic pressure when the oil dropout is large, medium, and small is indicated by J1, J2, and J3 for the neglected command value QON indicated by the broken line H. The solid line N is the normal command value QON. Since the command value at the time of neglecting is corrected by neglecting the preparatory pressure and time and the torque phase pressure and time based on the above-mentioned viewpoint, the actual value in the case where the oil loss at the torque phase end time t4 is large, medium, or small The oil pressure is in a predetermined range that is not less than the lower limit at which no engine rotation is blown and not more than the inertia phase start oil pressure command value. Further, at the torque phase end time t4, the variations in the actual hydraulic pressures J1, J2, and J32 are smaller than the preparation end time t2. This indicates that the variation that could not be covered by the preparation neglect correction is covered by increasing the control amount of the torque phase time and the torque phase pressure than usual.

  On the other hand, in FIG. 20, J1 ', J2', and J3 'indicate the actual hydraulic pressure when the oil dropout is large, medium, and small with respect to the conventional neglected command value QON indicated by the broken line H'. The solid line N is the normal command value QON. As shown in FIG. 20, in the prior art in which only the preparation pressure and the time are left and corrected, the actual hydraulic pressure in the case where the oil loss is small at the torque phase end time t4 ′ does not cause the engine rotation to blow. The pressure is lower than the hydraulic pressure, causing engine rotation. Further, the variations in the actual hydraulic pressures J1 ', J2', J3 'at the torque phase end time t4' are larger than in the case of FIG.

  When the torque phase ends, it is determined in step S120 whether the inertia phase has ended. If a negative determination is made, the process proceeds to step S122. If it is affirmation determination, it will progress to step S130. In step S122, the inertia phase control means 284 calculates an inertia phase command value QON and outputs a control signal corresponding to QON to the hydraulic circuit 6. At this time, since the torque phase pressure command value is smaller than the inertia phase pressure command value at the inertia phase start time t4 in FIGS. 18 and 19, no drawing shock occurs and no engine rotation blows. When the inertia phase ends, the engagement control means 286 calculates an engagement command value QON in step S130 and outputs a control signal corresponding to QON to the hydraulic circuit 6.

(B) Normal case (b1) Preparation In step S60, the normal preparation database 310 is searched from the shift mode, the input shaft speed NM, and the ATF oil temperature TATF to calculate the normal value (normal preparation time) TMDB1A, and the preparation pressure Set TMDB1A to the timer and start timing.

  In step S62, the normal preparation database 310 is searched from the shift mode, the input shaft speed NM, and the ATF oil temperature TATF to calculate the normal value (normal preparation pressure) QDB1A, and the normal value is set as the preparation pressure. In step S72, the preparation pressure QDB1A is set as the hydraulic pressure command value QON, a control signal corresponding to QON is output to the hydraulic circuit 6, and the process returns to step S50. In step S70, it is determined whether or not the preparation pressure timer has timed out. If a negative determination is made, the process proceeds to step S72. If it is affirmation determination, it will progress to step S80. In step S72, the preparation pressure QDB1A is set as a hydraulic pressure command value QON, and a control signal corresponding to QON is output to the hydraulic circuit 6. Step S72 is executed until the preparatory pressure timer times out. In addition, the code | symbol N in FIG. 18 has shown the hydraulic pressure command value at the normal time.

(B2) Torque phase In step S70, it is determined whether or not the preparation pressure timer has timed out. If a negative determination is made, the process proceeds to step S72. If it is affirmation determination, it will progress to step S80. In step S80, it is determined whether or not the torque phase is the first time. If a positive determination is made, the process proceeds to step S90. If a negative determination is made, the process proceeds to step S108. In step S90, it is determined whether or not to leave. If it is affirmation determination, it will progress to step SS92. If a negative determination is made, the process proceeds to step S100.

  In step S100, the normal torque phase database 364 is obtained from the torque phase pressure QUATAG corresponding to the target torque TQUATA1 at the torque phase end time based on the input shaft estimated torque TTAP, the shift mode, the input shaft speed NM, and the ATF oil temperature TATF. The normal value (normal torque phase time) TMDB2B is calculated by searching, TMDB2B is set in the torque phase timer, and time counting is started.

  In step S102, a normal value (normal torque phase pressure) QUATAG corresponding to the target torque TQUATA1 at the torque phase end time based on the input shaft estimated torque TTAP is calculated, and QUATAG is set as the torque phase pressure.

  In step S110, the torque phase pressure QUATAG is set as a hydraulic pressure command value QON, and a control signal corresponding to QON is output to the hydraulic circuit 6. Further, the OFF torque phase pressure calculating means 362 calculates a hydraulic pressure command value QOF for the OFF side clutch, and outputs a control signal corresponding to the QOF to the hydraulic circuit 6. Steps S50, S70, S80, S108, and S110 are executed until the torque phase ends. When the hydraulic pressure SWON is used, when the hydraulic pressure SWs 142 and 143 turn on the hydraulic pressure SW signal, the control of releasing the OFF side clutch is started from that point, and (torque phase time TMDB2B-hydraulic pressure SWON equivalent time TMDB2C) The torque phase ends after the lapse. Since the inertia phase and engagement are the same as in the case of leaving unattended, the description is omitted.

  As described above, according to the present embodiment, since the stand-by correction is made for the preparation pressure and the preparation time, and the torque phase pressure and the torque phase time, a uniform shift shock can be obtained even with respect to variations in hydraulic pressure rising characteristics. Can be realized.

  In the present embodiment, the case where the preparation pressure and the torque phase pressure are each in one stage has been described. However, the present invention can also be applied to a case where the preparation pressure and the torque phase pressure are linearly changed. In this case, the slope of the preparation pressure or torque phase pressure may be made larger than usual, and the preparation time or torque phase time may be made longer than usual. In the case of two or more stages, the present embodiment may be applied at each stage. That is, at each stage, the control amounts of the preparation time, preparation pressure, torque phase time, and torque phase pressure in the neglect correction may be made larger than usual.

1 is a schematic block diagram showing an overall configuration of a control device according to the present invention and an automatic transmission controlled by the control device. FIG. 3 is a skeleton diagram showing a power transmission system of a 5-speed automatic transmission whose speed is controlled by a control device according to the present invention. It is the schematic which shows the shaft position of a 5-speed automatic transmission. It is a hydraulic circuit diagram which shows the structure of the transmission control apparatus of a 5-speed automatic transmission. It is a figure which shows the relationship between each transmission mode and the operating state of a 1st thru | or 4th on-off solenoid valve, a 1st and 2nd cut valve, and a 1st thru | or 3rd linear solenoid valve. It is a functional block diagram of the control apparatus of the automatic transmission which concerns on this invention. It is a figure which shows the upshift control means in FIG. It is a functional block diagram of the preparation control means in FIG. It is a figure which shows the neglect correction preparation pressure in the neglect correction preparation database. It is a figure which shows the neglect correction preparation time in the neglect correction preparation database. It is a functional block diagram of the torque phase control means in FIG. It is a figure which shows the neglected correction torque phase pressure in the neglected correction torque phase database. It is a figure which shows the neglect correction torque phase time in the neglect correction torque phase database. It is a figure which shows neglect correction in low temperature and normal temperature. It is a flowchart which shows the control method of an automatic transmission. It is a flowchart which shows the control method of an automatic transmission. It is a flowchart which shows the control method of an automatic transmission. It is a time chart which shows the control method of an automatic transmission. It is a time chart explaining the effect of the present invention. It is a time chart explaining the conventional problem.

Explanation of symbols

272 Upshift control means 280 Undecided determination means 281 Preparation control means 282 Torque phase control means 284 Inertia phase control means 286 Engage control means 304 Unexpected preparation pressure calculation means 306 Unexpected preparation time calculation means 312 Unexpected correction preparation database 356 Unused torque phase pressure calculation Means 358 Standing torque phase time calculating means 360 Standing hydraulic pressure SWON equivalent time calculating means 366 Uncorrected torque phase database

Claims (2)

Disengagement of the current stage frictional engagement element and engagement of the destination stage frictional engagement element of the gear speed change mechanism including a plurality of gears and a plurality of frictional engagement elements, preparation, torque phase and inertia phase hydraulic pressure A control device for an automatic transmission that performs shift control by hydraulic oil pressure based on a command value,
Oil temperature detecting means for detecting the oil temperature of the hydraulic oil;
A neglect determining means for determining whether or not a residual oil amount of the hydraulic oil of the destination stage friction engagement element is expected to be a predetermined or less;
A neglect preparation pressure calculating means for calculating a neglect preparation pressure as the hydraulic pressure command value in the preparation when the neglect determination means determines that the neglect is;
A stand-by preparation time calculating means for calculating a stand-by preparation time for the preparation when it is determined by the stand-by determination means to be left unattended,
A neglected torque phase pressure calculating means for calculating a neglected torque phase pressure as the hydraulic pressure command value in the torque phase when the neglected determining means determines that the neglected;
A neglected torque phase time calculating means for calculating the neglected torque phase time of the torque phase when the neglected determining means determines that the neglected;
The neglected preparation pressure, the neglected preparation time, the neglected torque phase pressure, and the neglected torque phase time have the same parameters related to the frictional engagement element of the destination stage excluding the residual oil amount, and the oil temperature detection When the oil temperature of the hydraulic oil detected by the means is equal to or lower than a predetermined value, the control amount is greater than the normal preparation pressure, normal preparation time, normal torque phase pressure, and normal torque phase time in normal cases other than the above-mentioned leaving And the actual hydraulic pressure of the frictional engagement element at the destination stage at the end of the torque phase is equal to or higher than a predetermined pressure that does not cause engine rotation blowing and equal to or lower than the actual hydraulic pressure required at the start of the inertia phase. A control device for an automatic transmission.   The destination-stage friction engagement element calculated based on the hydraulic characteristics of the destination-stage friction engagement element with respect to predetermined parameters related to the destination-stage friction engagement element, including the speed change mode and the hydraulic oil temperature. The neglected correction torque phase database storing the neglected correction hydraulic pressure SWON equivalent time indicating the time when the oil pressure has a predetermined actual oil pressure, the neglected from the predetermined parameter including the oil temperature detected by the oil temperature detecting means and the shift mode. The correction torque phase database is searched to calculate the neglected correction oil pressure SWON equivalent time, and the neglected oil pressure SWON equivalent time is calculated by adding the normal oil pressure SWON equivalent time in the normal case to the neglect correction oil pressure SWON equivalent time. 2. The automatic transmission control apparatus according to claim 1, further comprising a hydraulic pressure SWON equivalent time calculating means.

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