JP2004293593A - Control device for automatic transmission - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To improve shift responsiveness of an automatic transmission while reducing shifting shock. <P>SOLUTION: A plurality of parameters (such as lag time and change speed of a turbine rotating speed Nt) showing a shifting state of the automatic transmission are calculated, and a plurality of correction values are calculated based on deviations of the plurality of the parameters from respective target values. The final correction values (final correction values a, b) to be reflected in correction control duties A, B (oil pressure correction quantities) are determined out of the plurality of the correction values based on a state of the plurality of the parameters (the shifting state). The correction control duties A, B in which the final correction values a, b are reflected are desirably made to learn by each conditions such as oil temperature and a throttle opening. <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a control device for an automatic transmission that performs control so as to achieve both speed change response improvement and speed change shock reduction.
[0002]
[Prior art]
An automatic transmission for an automobile transmits engine power to an input shaft of a speed change mechanism via a torque converter, shifts the speed by the speed change mechanism and transmits it to an output shaft, and rotates a drive wheel. The most common speed change mechanism has a plurality of gears arranged between an input shaft and an output shaft to form a plurality of power transmission paths having different speed ratios between the input shaft and the output shaft. Friction engagement elements such as clutches and brakes are provided in the path, and the engagement and release of each friction engagement element is selected by individually controlling the hydraulic pressure applied to each friction engagement element in response to a shift command. The transmission ratio is switched by switching the power transmission path between the input and output shafts.
[0003]
By the way, in such an automatic transmission, the hydraulic pressure applied to each friction engagement element depends on a plurality of parameters (input shaft rotational speed, output shaft rotational speed, etc. of the automatic transmission) indicating the running state of the vehicle. Although it is controlled, it cannot compensate for changes in parameters due to component quality variations or changes over time. Therefore, it is necessary to make the tolerances of parts very strict, in order to reduce the deterioration of the speed change performance due to variations in the quality of the parts and changes in parameters due to changes over time. There was a problem of being disadvantageous.
[0004]
Therefore, as shown in Patent Document 1 (Japanese Patent Laid-Open No. 7-54986), adaptive control is performed in consideration of a control deviation (deviation between an actual value and a target value) that occurs at the beginning of the shift process, and a parameter is stored in the nonvolatile memory. (Variation speed of turbine rotation speed, turbine rotation change time), actual value and target value are stored, the relationship between these is learned, and the average value of a predetermined number of actual values is used. Some of them are designed to compensate for the effects of changes over time.
[0005]
[Patent Document 1]
Japanese Patent Laid-Open No. 7-54986 (pages 2 to 4 etc.)
[0006]
[Problems to be solved by the invention]
However, the technique disclosed in Patent Document 1 has a drawback in that it is impossible to achieve both the shift response improvement and the shift shock reduction because the parameter used for learning is a part of the shift behavior. In other words, the technique disclosed in Patent Document 1 has a drawback that when the shift shock is reduced, the shift speed is decreased, and conversely, when the shift speed is increased, the shift shock is increased.
[0007]
In addition, when only one parameter is used for learning, the influence on other parameters is not known. Therefore, if the correction amount for the parameter is increased, the shift shock may be increased. For this reason, it is necessary to reduce the correction amount, and there is a disadvantage that the number of learnings necessary for stabilizing the shift state increases.
[0008]
SUMMARY OF THE INVENTION An object of the present invention is to provide a control device for an automatic transmission that can achieve both speed change response improvement and speed change shock reduction, and can increase the learning speed.
[0009]
[Means for Solving the Problems]
In order to achieve the first object, an automatic transmission control apparatus according to claim 1 of the present invention calculates a plurality of parameters representing a shift state by a parameter calculation means, and also includes the plurality of parameters and the respective parameters. A plurality of correction values are calculated by the correction value calculation means based on the deviation from the target value, and are finally reflected in the hydraulic pressure correction control amount based on the state of the plurality of parameters and / or the state of the plurality of correction values. The correction value is determined by the final correction value determining means. As described above, if the final correction value to be reflected in the hydraulic pressure correction control amount is determined based on the state of the plurality of parameters and / or the state of the plurality of correction values, both the shift response improvement and the shift shock reduction are made compatible. The final correction value that can be obtained can be obtained, and the shift shock can be reduced while improving the shift response. In addition, since the final correction value can be set larger within a range where shift shock does not cause a problem, the learning speed can be increased when learning the hydraulic pressure correction control amount reflecting the final correction value.
[0010]
In this case, a pattern for reflecting the plurality of correction values in the hydraulic pressure correction control amount is determined based on the states of a plurality of parameters as in claim 2, or a plurality of patterns as in claim 3. Based on the magnitude of the correction value, a final correction value to be reflected in the hydraulic pressure correction control amount may be determined from the plurality of correction values. In any case, it is possible to obtain a final correction value that can achieve both the shift response improvement and the shift shock reduction.
[0011]
Further, as in the fourth aspect, when the plurality of correction values are correction values that act in the same hydraulic pressure change direction, one of the plurality of correction values, whichever is larger, is used as the final correction value. Or, as in claim 5, when the plurality of correction values are correction values acting in opposite hydraulic pressure changing directions, the plurality of correction values are all used as final correction values. Alternatively, as in claim 6, the final correction value to be reflected in the hydraulic pressure correction control amount may be determined based on the deviation between the plurality of parameters and the respective target values. In any case, it is possible to obtain a final correction value that can achieve both the shift response improvement and the shift shock reduction. The inventions according to claims 2 to 6 may be implemented in combination as appropriate, whereby further improvement in control characteristics can be expected.
[0012]
Further, as in the seventh aspect, the hydraulic pressure correction control amount reflecting the final correction value may be learned for each condition. In this way, learning accuracy can be improved.
[0013]
Further, as in claim 8, the number of parameters, the number of correction values, and the number of final correction values to be reflected may be changed for each shift pattern. In this way, optimal control characteristics can be realized for each shift pattern.
[0014]
Further, as in claim 9, when the operating condition changes during the shift control, the final correction value reflected in the hydraulic pressure correction control amount may be changed. In this way, even when the driving condition changes during the shift control, the shift shock can be suppressed while maintaining the shift response.
[0015]
Further, as in claim 10, the target value for the parameter may be set to a wide value. In this way, the control characteristics near the target value can be stabilized.
[0016]
Further, the target value for the parameter may be set for each operating condition. In this way, the control characteristics can be further improved.
[0017]
DETAILED DESCRIPTION OF THE INVENTION
<< Embodiment (1) >>
Hereinafter, an embodiment (1) of the present invention will be described with reference to FIGS.
[0018]
First, a schematic configuration of the automatic transmission 11 will be described with reference to FIGS. 1 and 2. As shown in FIG. 2, an input shaft 13 of a torque converter 12 is connected to an output shaft of an engine (not shown), and a hydraulically driven transmission gear mechanism 15 (speed change) is connected to the output shaft 14 of the torque converter 12. Mechanism). Inside the torque converter 12, a pump impeller 31 and a turbine runner 32 constituting a fluid coupling are provided to face each other, and a stator 33 for rectifying the flow of oil is provided between the pump impeller 31 and the turbine runner 32. It has been. The pump impeller 31 is connected to the input shaft 13 of the torque converter 12, and the turbine runner 32 is connected to the output shaft 14 of the torque converter 12.
[0019]
The torque converter 12 is provided with a lock-up clutch 16 for engaging or disengaging between the input shaft 13 side and the output shaft 14 side. The output torque of the engine is transmitted to the transmission gear mechanism 15 via the torque converter 12, is shifted by a plurality of gears (such as planetary gears) of the transmission gear mechanism 15, and is transmitted to the drive wheels (front wheels or rear wheels) of the vehicle. Is done.
[0020]
The transmission gear mechanism 15 is provided with a plurality of clutches C0, C1, C2 and brakes B0, B1, which are friction engagement elements for switching a plurality of shift stages. As shown in FIG. The gear ratio is switched by switching engagement / release of C1 and C2 and the brakes B0 and B1 with hydraulic pressure and switching a combination of gears for transmitting power. FIG. 3 shows a combination of engagement of the clutches C0, C1, C2 and the brakes B0, B1 of the four-speed automatic transmission. The circles are held in the engaged state (torque transmission state) at that gear stage. The clutch and brake are shown, and the unmarked state shows the released state. For example, when downshifting from the 3rd speed to the 2nd speed, one of the two clutches C0 and C2 held in the engaged state at the 3rd speed is released, and the brake B1 is engaged instead. By combining, downshift to 2nd speed. In addition, when upshifting from the 3rd speed to the 4th speed, one of the two clutches C0 and C2 held in the engaged state at the 3rd speed is released, and the brake B1 is engaged instead. By combining, upshift to 4th gear.
[0021]
As shown in FIG. 1, the transmission gear mechanism 15 is provided with a hydraulic pump 18 driven by engine power, and a hydraulic control circuit 17 is provided in an oil pan (not shown) for storing hydraulic oil (oil). Is provided. The hydraulic control circuit 17 includes a line pressure control circuit 19, an automatic transmission control circuit 20, a lock-up control circuit 21, a manual switching valve 26, and the like. The hydraulic oil pumped up from the oil pan by the hydraulic pump 18 is line pressure controlled. This is supplied to the automatic transmission control circuit 20 and the lockup control circuit 21 via the circuit 19. The line pressure control circuit 19 is provided with a hydraulic pressure control valve (not shown) for controlling the hydraulic pressure from the hydraulic pump 18 to a predetermined line pressure. The automatic transmission control circuit 20 has a transmission gear mechanism. A plurality of shift hydraulic control valves (not shown) for controlling the hydraulic pressure supplied to the 15 clutches C0, C1, C2 and the brakes B0, B1 are provided. The lockup control circuit 21 is provided with a lockup control hydraulic control valve (not shown) for controlling the hydraulic pressure supplied to the lockup clutch 16.
[0022]
A manual switching valve 26 that is switched in conjunction with the operation of the shift lever 25 is provided between the line pressure control circuit 19 and the automatic transmission control circuit 20. When the shift lever 25 is operated to the neutral range (N range) or the parking range (P range), even if the energization to the hydraulic control valve of the automatic transmission control circuit 20 is stopped (OFF), The hydraulic pressure supplied to the transmission gear mechanism 15 by the manual switching valve 26 is switched so that the transmission gear mechanism 15 is in a neutral state.
[0023]
On the other hand, the engine is provided with an engine rotation speed sensor 27 that detects an engine rotation speed Ne, and the transmission gear mechanism 15 has an input shaft rotation speed that detects an input shaft rotation speed (turbine rotation speed) Nt of the transmission gear mechanism 15. A speed sensor 28 and an output shaft rotational speed sensor 29 for detecting the output shaft rotational speed No of the transmission gear mechanism 15 are provided.
[0024]
Output signals of these various sensors are input to an automatic transmission electronic control circuit (hereinafter referred to as “AT-ECU”) 30. The AT-ECU 30 is mainly composed of a microcomputer, and executes a shift control program stored in a built-in ROM (storage medium), so that the shift gear mechanism 15 shifts according to a preset shift pattern of FIG. The transmission gear is controlled by controlling the energization rate (duty) to each hydraulic control valve of the automatic transmission control circuit 20 in accordance with the operating position of the shift lever 25 and the operating conditions (throttle opening, vehicle speed, etc.). By controlling the hydraulic pressure applied to each clutch C0, C1, C2 and each brake B0, B1 of mechanism 15, as shown in FIG. 3, the engagement / engagement between each clutch C0, C1, C2 and each brake B0, B1 is shown. The gear ratio of the transmission gear mechanism 15 is switched by switching the release and switching the combination of gears that transmit power.
[0025]
At this time, the AT-ECU 30 executes a hydraulic pressure learning control program shown in FIG. 5 stored in the ROM, so that a plurality of parameters indicating the speed change state (the lag time and the change speed of the turbine rotational speed Nt in this embodiment). After calculating a plurality of correction values based on the deviation between the plurality of parameters and the respective target values, correction control is performed from among the plurality of correction values based on the state of the plurality of parameters (shift state). The final correction values (final correction values a and b) reflected in the duties A and B (hydraulic pressure correction control amounts) are determined.
[0026]
The oil pressure learning control program of FIG. 5 is executed when shifting from the N range to the D range (N → D shifting), and performs learning control of the correction control duties A and B shown in FIG. Here, the correction control duty A is a correction control duty for correcting the standby hydraulic pressure after the engagement side clutch is filled with the hydraulic oil. The control duty of the standby hydraulic pressure is set to a duty obtained by adding the correction control duty A to the basic control duty Abase set according to the shift state. The correction control duty B is corrected so as to achieve both correction shock duty (shift shock reduction and shift response improvement) when shifting from the standby hydraulic pressure holding period to the hydraulic pressure increase period (period in which the shift actually proceeds). The control duty C at the start of the hydraulic pressure rise is set to a duty obtained by adding the correction control duty B (B is a negative value in the example of FIG. 6) to the control duty (Abase + A) of the standby hydraulic pressure. The correction control duties A and B may be reversed between plus and minus depending on the performance of the hydraulic control valve.
[0027]
When the oil pressure learning control program of FIG. 5 is started, first, in step 101, it is determined whether or not a correction value calculation execution condition based on a lag time as the first parameter is satisfied. Here, the correction value calculation execution condition based on the lag time is that the hydraulic pressure and the operating state of the clutch are stable. For example, the oil temperature, the throttle opening degree, and the number of shifts from ON of the ignition switch (not shown). Based on the above, it may be determined whether or not the clutch hydraulic pressure or the operating state is stable (whether or not the correction value calculation execution condition is satisfied).
[0028]
If it is determined in step 101 that the correction value calculation execution condition based on the lag time is satisfied, the process proceeds to step 102 to calculate the lag time. As shown in FIG. 7, this lag time is the time from when the shift command is switched from the N range to the D range until the engagement clutch starts to generate the engagement force. This is the time from when the command switches from the N range to the D range until the turbine rotation speed Nt starts to decrease.
[0029]
After calculating the lag time, the process proceeds to step 103, and the correction value LRN1 corresponding to the lag time at that time is calculated using the correction value LRN1 map of FIG. The characteristic of the correction value LRN1 map of FIG. 8 is that the correction value LRN1 becomes 0 when the lag time is within the target value range, and the correction value LRN1 becomes the lower pressure side (minus value side) as the lag time becomes shorter than the target value. The correction value LRN1 is set to change to the high pressure side (plus value side) as the lag time becomes longer than the target value. The target value for the lag time is set to a wide value. Further, the correction value LRN1 map of FIG. 8 is set for each operation condition such as oil temperature, engine speed, throttle opening, etc., and a correction value LRN1 is calculated by selecting a map according to the operation condition. It is preferable.
[0030]
After calculating the correction value LRN1, the process proceeds to step 104, where it is determined whether or not a correction value calculation execution condition based on the second parameter turbine speed Nt change speed (hereinafter referred to as “Nt change speed”) is satisfied. judge. Here, the correction value calculation execution condition based on the Nt change speed is that the hydraulic pressure of the clutch and the operation state are stable. For example, the oil temperature, the throttle opening, and the shift from ON of the ignition switch (not shown). Based on the number of times and the like, it may be determined whether or not the clutch hydraulic pressure and the operating state are stable (whether or not the correction value calculation execution condition is satisfied). If “No” is determined in step 101, the process skips steps 102 and 103 and proceeds to step 104.
[0031]
If it is determined in step 104 that the correction value calculation execution condition based on the Nt change rate is satisfied, the process proceeds to step 105 to calculate the Nt change rate. As shown in FIG. 10, the Nt change speed is a change speed of the turbine rotation speed Nt from when the turbine rotation speed Nt starts to decrease until the shift is completed. The processes in steps 102 and 105 serve as parameter calculation means in the claims.
[0032]
After calculating the Nt change rate, the process proceeds to step 106, and the correction value LRN2 corresponding to the Nt change rate at that time is calculated using the correction value LRN2 map of FIG. The characteristic of the correction value LRN2 map of FIG. 10 is that the correction value LRN2 becomes 0 when the Nt change speed is within the target value range, and the correction value LRN2 becomes higher (plus value) as the Nt change speed becomes slower than the target value. The correction value LRN2 is set to change to the low pressure side (minus value side) as the Nt change rate becomes faster than the target value. The target value for the Nt change speed is set to a wide value. Further, the correction value LRN2 map of FIG. 10 is set for each operating condition such as oil temperature, engine speed, throttle opening, etc., and the correction value LRN2 is calculated by selecting a map according to the operating condition. It is preferable. The processes in steps 103 and 106 serve as correction value calculation means in the claims.
[0033]
After calculating the correction value LRN2, the final correction value determination program shown in FIG. 11 is executed, and the final correction values a and b are calculated as follows according to the states of the two parameters (lag time and Nt change speed). (This function corresponds to the final correction value determining means in the claims). First, in step 111, the current lag time and the state of Nt change speed (shift state) are set to any of the nine states (1) to (9) using the parameter state determination map of FIG. Determine if it applies.
[0034]
As a result, when it is determined that the state {circle around (1)} (the state where the Nt change speed is faster than the target value and the lag time is shorter than the target value), the process proceeds from step 112 to step 120 and is finally reflected in the correction control duty A. The lag time correction value LRN1 (minus value) is set as the correction value a, and the Nt change speed correction value LRN2 (minus value) is set as the final correction value b reflected in the correction control duty B.
[0035]
When it is determined that the state {circle around (2)} (the Nt change speed is faster than the target value and the lag time is within the target value range), the process proceeds from step 112 to step 113 and is reflected in the correction control duty A. The final correction value a is set to 0, and the correction value LRN2 (minus value) of the Nt change speed is set as the final correction value b reflected in the correction control duty B.
[0036]
If it is determined that the state {circle around (3)} (the state where the Nt change speed is faster than the target value and the lag time is longer than the target value), the process proceeds from step 112 → 113 → 114 → 122 and is reflected in the correction control duty A. The lag time correction value LRN1 (plus value) is set as the final correction value a, and the Nt change speed correction value LRN2 (minus value) is set as the final correction value b reflected in the correction control duty B.
[0037]
When it is determined that the state {circle around (4)} (the state where the Nt change speed is within the target value range and the lag time is shorter than the target value), the routine proceeds from step 112 → 113 → 114 → 115 → 123, and the correction control duty The lag time correction value LRN1 (minus value) is set to the final correction value a reflected in A, and the final correction value b reflected in the correction control duty B is set to zero.
[0038]
If it is determined that the state {circle around (5)} (the Nt change speed is within the target value range and the lag time is within the target value range), the process proceeds from step 112 → 113 → 114 → 115 → 116 → 124. The final correction values a and b reflected in the two correction control duties A and B are both 0.
[0039]
If it is determined that the state {circle around (6)} (the Nt change speed is within the target value range and the lag time is longer than the target value), the process proceeds to step 112 → 113 → 114 → 115 → 116 → 117 → 125. The lag time correction value LRN1 (plus value) is set to the final correction value a reflected in the correction control duty A, and the final correction value b reflected in the correction control duty B is set to zero.
[0040]
If it is determined that the state {circle around (7)} (Nt change speed is slower than the target value and the lag time is shorter than the target value), the process proceeds to step 112 → 113 → 114 → 115 → 116 → 117 → 118 → 126. The lag time correction value LRN1 (minus value) is set in the final correction value a reflected in the correction control duty A, and the Nt change speed correction value LRN2 (plus value) in the final correction value b reflected in the correction control duty B. Set.
[0041]
If it is determined that the state {circle over (8)} (Nt change speed is slower than the target value and the lag time is within the target value range), step 112 → 113 → 114 → 115 → 116 → 117 → 118 → 119 → The process proceeds to 127, where the final correction value a reflected in the correction control duty A is set to 0, and the correction value LRN2 (plus value) of the Nt change speed is set as the final correction value b reflected in the correction control duty B.
[0042]
If it is determined that the state {circle around (9)} (Nt change speed is slower than the target value and the lag time is longer than the target value), go to steps 112 → 113 → 114 → 115 → 116 → 117 → 118 → 119 → 128. The lag time correction value LRN1 (plus value) is set to the final correction value a reflected in the correction control duty A, and the Nt change speed correction value LRN2 (plus) is set as the final correction value b reflected in the correction control duty B. Value).
The correction control duties A and B may be reversed between plus and minus depending on the performance of the hydraulic control valve.
[0043]
As described above, after the final correction values a and b are determined by the final correction value determination program of FIG. 11, the process proceeds to step 108 of FIG. 5, and the current correction control duties A and B are calculated as follows. . First, a map of correction control duty learning values (see FIG. 14) stored for each condition such as oil temperature, throttle opening, etc., in a backup RAM (not shown) of the AT-ECU 30 is searched, and the current condition is set. The corresponding correction control duty learning values Aold and Bold are read out, and the final correction values a and b are added to the correction control duty learning values Aold and Bold, respectively, to obtain the current correction control duty A and B.
[0044]
Thereafter, the routine proceeds to step 109 where the current correction control duties A and B calculated in step 108 are learned for each condition such as the oil temperature and the throttle opening (stored in the learning region corresponding to the current condition). The correction control duty learning values Aold and Bold are rewritten with the current correction control duties A and B). The processing in step 109 serves as learning means in the claims.
[0045]
In this case, the current correction control duties A and B are obtained by adding the final correction values a and b to the correction control duty learning values Aold and Bold to obtain the current correction control duties A and B. , B are corrected as shown in FIG.
[0046]
In the state {circle around (1)} (the state where the Nt change speed is faster than the target value and the lag time is shorter than the target value), the final correction value a (= the correction value LRN1 of the lag time) for correcting the correction control duty A is negative. Therefore, the correction control duty A is corrected to the low pressure side, and the final correction value b (= Nt change speed correction value LRN2) for correcting the correction control duty B is a negative value. Is corrected to the low pressure side.
[0047]
In the state {circle around (2)} (the state where the Nt change speed is faster than the target value and the lag time is within the target value range), since the final correction value a is 0, the correction control duty A is not corrected, The current correction control duty A = the correction control duty learning value (= the previous correction control duty Aold), and the final correction value b is a negative value. Therefore, the correction control duty B is corrected to the low pressure side.
[0048]
In the state {circle around (3)} (the state where the Nt change speed is faster than the target value and the lag time is longer than the target value), the final correction value a is a positive value, so the correction control duty A is corrected to the high pressure side. Since the final correction value b is a negative value, the correction control duty B is corrected to the low pressure side.
[0049]
In the state {circle around (4)} (the state where the Nt change speed is within the target value range and the lag time is shorter than the target value), the final correction value a is a negative value. Since the correction is made and the final correction value b is 0, the correction control duty B is not corrected and the current correction control duty B = the correction control duty learning value (= the previous correction control duty Bold).
[0050]
In the state {circle around (5)} (when the Nt change speed is within the target value range and the lag time is within the target value range), since the two final correction values a and b are both 0, The correction control duties A and B are not corrected.
[0051]
In the state {circle around (6)} (the state where the Nt change speed is within the target value range and the lag time is longer than the target value), the final correction value a is a positive value. On the other hand, since the final correction value b is 0, the correction control duty B is not corrected.
[0052]
In the state (7) (the state where the Nt change speed is slower than the target value and the lag time is shorter than the target value), the correction control duty A is corrected to the low pressure side because the final correction value a is a negative value. Since the final correction value b is a positive value, the correction control duty B is corrected to the high pressure side.
[0053]
When it is determined that the state (8) (the state where the Nt change speed is slower than the target value and the lag time is within the target value range) is determined, the final correction value a is 0, so the correction control duty A is corrected. However, since the final correction value b is a positive value, the correction control duty B is corrected to the high pressure side.
[0054]
In the case of the state {circle around (9)} (the state where the Nt change speed is slower than the target value and the lag time is longer than the target value), the two final correction values a and b are both positive values. Both A and B are corrected to the high pressure side.
[0055]
In the present embodiment (1) described above, two parameters (lag time and Nt change speed) representing the shift state are calculated, and two correction values are calculated based on the deviation between these two parameters and the respective target values. After calculating LRN1 and LRN2, final correction values a and B reflected on the correction control duties A and B (hydraulic pressure correction control amount) from the two correction values LRN1 and LRN2 based on the state (shift state) of the two parameters. Since b is determined, it is possible to obtain final correction values a and b capable of achieving both speed change response improvement and speed change shock reduction, and to reduce speed change shock while improving speed change response. Can do. Moreover, since the final correction values a and b can be set larger within a range where shift shock does not cause a problem, the learning speed is increased when learning the correction control duties A and B reflecting the final correction values a and b. be able to.
[0056]
<< Embodiment (2) >>
In the embodiment (1), when determining the final correction values a and b to be reflected in the correction control duties A and B, the final correction value a is determined as the lag time correction value LRN1 or 0, and the final correction value b is determined. Is determined to be the correction value LRN2 or 0 of the Nt change rate, but in the embodiment (2) of the present invention shown in FIGS. 15 and 16, it is based on the state of two parameters (lag time and Nt change rate). Thus, the final correction value a is determined to be one of the lag time correction value LRN1 and the Nt change speed correction value LRN2, 0, and the final correction value b is also the lag time correction value LRN1 and the Nt change speed correction value LRN2. , 0 is determined.
[0057]
Also in the present embodiment (2), the state of the two parameters (lag time and Nt change speed) is divided into nine states {circle around (1)} to {circle around (9)} as in the first embodiment (step 111). ). In the case of the state (3) to the state (7), the final correction values a and b are determined by the same method as in the embodiment (1) (steps 122 to 126), the state (1), the state (2), For (8) and state (9), final correction values a and b are determined by a method different from that of the first embodiment.
[0058]
Specifically, if it is determined that the state {circle around (1)} (the state where the Nt change speed is faster than the target value and the lag time is shorter than the target value), the process proceeds from step 112 to step 120a and reflected in the correction control duty A. As the final correction value a to be performed, the larger one of the lag time correction value LRN1 and the Nt change speed correction value LRN2 is selected, and the final correction value b reflected in the correction control duty B is set to zero. In this case, since the two correction values LRN1 and LRN2 are both negative values (that is, the two correction values LRN1 and LRN2 are correction values acting in the same hydraulic pressure change direction), the two correction values LRN1 and LRN2 The one with the larger absolute value is selected as the final correction value a, and the other final correction value b is set to zero. In the state (1), since the final correction value a (the larger one of the correction values LRN1 and LRN2) is a negative value, the correction control duty A is corrected to the low pressure side, and the final correction value b is 0. Therefore, the correction control duty B is not corrected.
[0059]
When it is determined that the state {circle around (2)} (Nt change speed is faster than the target value and the lag time is within the target value range), the process proceeds from step 112 to step 113a and is reflected in the correction control duty A. The correction value LRN2 (minus value) of the Nt change speed is set as the final correction value a, and the final correction value b reflected in the correction control duty B is set to zero. In this case, since the final correction value a is a negative value, the correction control duty A is corrected to the low pressure side, and since the final correction value b is 0, the correction control duty B is not corrected.
[0060]
If it is determined that the state {circle over (8)} (Nt change speed is slower than the target value and the lag time is within the target value range), step 112 → 113 → 114 → 115 → 116 → 117 → 118 → 119 → Proceeding to 127a, the correction value LRN2 (plus value) of the Nt change speed is set to the final correction value a reflected in the correction control duty A, and the final correction value b reflected in the correction control duty B is set to zero. In this case, since the final correction value a is a positive value, the correction control duty A is corrected to the high voltage side, and since the final correction value b is 0, the correction control duty B is not corrected.
[0061]
If it is determined that the state {circle around (9)} (Nt change speed is slower than the target value and the lag time is longer than the target value), go to steps 112 → 113 → 114 → 115 → 116 → 117 → 118 → 119 → 128a. As the final correction value a reflected in the correction control duty A, the larger one of the two correction values LRN1 and LRN2 is selected, and the final correction value b reflected in the correction control duty B is set to 0. . In this case, since the two correction values LRN1 and LRN2 are both positive values (that is, the two correction values LRN1 and LRN2 are correction values acting in the same hydraulic pressure change direction), the two correction values LRN1 and LRN2 The one with the larger absolute value is selected as the final correction value a, and the other final correction value b is set to zero. In the state {circle around (9)}, since the final correction value a (the larger one of the correction values LRN1 and LRN2) is a positive value, the correction control duty A is corrected to the high pressure side, and the final correction value b is 0. Therefore, the correction control duty B is not corrected.
[0062]
In the present embodiment (2) described above, it is expected that the shift response and the shift shock suppression effect are further improved as compared with the first embodiment (1).
[0063]
<< Embodiment (3) >>
In the embodiments (1) and (2), the parameter state (shift state) is divided into nine states {circle around (1)} to {circle over (9)}. Ten or more may be sufficient.
[0064]
The embodiment (3) of the present invention shown in FIG. 17 is an example in which the number of parameter state divisions is 25. In the above embodiments (1) and (2), the state is divided into nine states {circle around (1)} to {circle around (9)} only by the magnitude relationship between the parameter and the target value, but in this embodiment (3), the parameter and the target The parameter state is subdivided into 25 sections (state 1 to state 25) according to the magnitude of the deviation from the value to improve the accuracy.
[0065]
In this case, the final correction values a and b reflected in the correction control duties A and B are determined to be one of the correction values LRN1 and LRN2 or 0 for each state 1 to 25, or (LRN1 + LRN2) / Part of the correction values LRN1 and LRN2 such as 2, LRN1 / 2, LRN1 / 3, LRN1 / 4, LRN2 / 2, LRN2 / 3, and LRN2 / 4 may be used as the final correction values a and b. This point is the same in the embodiments (1) and (2).
[0066]
<< Embodiment (4) >>
The embodiments (1) to (3) are control examples when shifting from the N range to the D range, and the parameters used for calculating the correction value are only the lag time and the Nt change speed. When shifting up or down, as shown in FIGS. 18 and 19, a phenomenon occurs in which the turbine rotation speed Nt increases, and when this amount increases, a shift shock occurs.
[0067]
Therefore, in the embodiment (4) of the present invention, at the time of shifting up, as shown in FIG. 18, as a parameter for correction value calculation, in addition to the lag time and the Nt change speed, the time until the start of blowing and the blowing amount The correction values for these four parameters are calculated using a map or the like. At the time of downshifting, as shown in FIG. 19, in addition to the lag time and the Nt change speed, the blowing amount is calculated as a parameter for calculating the correction value, and the correction value is calculated for each of these three parameters using a map or the like. To do. The parameter state (shift state) is divided into a predetermined number of states according to the magnitude relationship between these four or three parameters and the target value (or the magnitude of deviation between each parameter and the target value). A final correction value to be reflected in the correction control duty is determined from the four or three correction values.
[0068]
In this way, the present invention can be applied to shift control at the time of upshifting or downshifting. In this case, the number of parameters, the number of correction values, and the number of final correction values may be changed for each shift pattern. In this way, optimal control characteristics can be realized for each shift pattern.
[0069]
In the above embodiments (1) to (3), three or more parameters are calculated, three or more correction values are calculated, and a final correction value reflected in the correction control duty is determined. Also good.
[0070]
<< Embodiment (5) >>
An embodiment (5) of the present invention will be described with reference to FIG.
If the operating conditions such as the throttle opening change during the shift control, the turbine rotational speed Nt varies following the variation of the engine rotational speed Ne as shown by the dotted line in FIG. There is.
[0071]
Therefore, in the present embodiment (5), when the operating conditions such as the throttle opening change during the shift control, the final correction value reflected in the subsequent correction control duty (hydraulic pressure correction control amount) is changed. In the example of FIG. 20, since the throttle opening changes during the standby hydraulic pressure holding period, the final correction value b reflected in the correction control duty B is changed. In this way, even when the driving condition changes during the shift control, the shift shock can be suppressed while maintaining the shift response.
[0072]
<< Other Embodiments >>
In the process of learning the correction control duty, the parameters may be prioritized and put into the target values. For example, after the lag time is set to the target value, the NT change speed may be set to the target value.
[Brief description of the drawings]
FIG. 1 is a diagram showing a schematic configuration of an entire automatic transmission according to an embodiment (1) of the present invention.
FIG. 2 is a diagram schematically showing a mechanical configuration of an automatic transmission.
FIG. 3 is a diagram showing a combination of engagement / release of clutches C0 to C2 and brakes B0 and B1 for each gear position;
FIG. 4 is a diagram showing an example of a shift pattern
FIG. 5 is a flowchart showing the flow of processing of a hydraulic pressure learning control program according to the embodiment (1).
FIG. 6 is a time chart showing an example of control when shifting from the N range to the D range in the embodiment (1).
FIG. 7 is a time chart for explaining lag time.
FIG. 8 is a diagram conceptually showing a correction value LRN1 map based on lag time.
FIG. 9 is a time chart for explaining the Nt change rate.
FIG. 10 is a diagram conceptually showing a correction value LRN2 map based on an Nt change rate.
FIG. 11 is a flowchart showing a process flow of a final correction value determination program according to the embodiment (1).
FIG. 12 is a diagram conceptually illustrating a parameter state determination map according to the embodiment (1).
FIG. 13 is a view for explaining correction patterns of correction control duties A and B according to the embodiment (1).
FIG. 14 is a diagram conceptually showing a correction control duty learning value map.
FIG. 15 is a flowchart showing a process flow of a final correction value determination program according to the embodiment (2).
FIG. 16 is a diagram for explaining correction patterns of correction control duties A and B according to the embodiment (2).
FIG. 17 is a diagram conceptually illustrating a parameter state determination map according to the embodiment (3).
FIG. 18 is a time chart for explaining types of parameters when shifting up according to the embodiment (4).
FIG. 19 is a time chart for explaining types of parameters when shifting down according to the embodiment (4).
FIG. 20 is a time chart for explaining a control example of the embodiment (5).
[Explanation of symbols]
DESCRIPTION OF SYMBOLS 11 ... Automatic transmission, 12 ... Torque converter, 13 ... Transmission gear mechanism (transmission mechanism), 16 ... Lock-up clutch, 17 ... Hydraulic control circuit, 18 ... Hydraulic pump, 19 ... Line pressure control circuit, 20 ... Automatic transmission control Circuit, 21 ... Lock-up control circuit, 26 ... Manual switching valve, 27 ... Engine rotation speed sensor, 30 ... AT-ECU (parameter calculation means, correction value calculation means, final correction value determination means, learning means), C0 to C2 ... clutch (friction engagement element), B0, B1 ... brake (friction engagement element).

Claims (11)

An input shaft to which rotational force is transmitted from the drive source, a transmission mechanism that shifts the rotation of the input shaft and transmits it to the output shaft, and a plurality of friction engagement elements provided at a plurality of shift stages of the transmission mechanism; Each of the friction engagement elements is selectively controlled according to a shift command, thereby selectively switching between engagement and disengagement of each friction engagement element. In an automatic transmission control device that switches between
Parameter calculating means for calculating a plurality of parameters representing a shift state;
Correction value calculation means for calculating a plurality of correction values based on deviations between the plurality of parameters and respective target values;
And a final correction value determining means for determining a final correction value to be reflected in the hydraulic pressure correction control amount based on the state of the plurality of parameters and / or the state of the plurality of correction values. Transmission control device. 2. The automatic transmission control according to claim 1, wherein the final correction value determining unit determines a pattern in which the plurality of correction values are reflected in a hydraulic pressure correction control amount based on a state of the plurality of parameters. apparatus. The final correction value determining means determines a final correction value to be reflected in the hydraulic pressure correction control amount from the plurality of correction values based on the magnitudes of the plurality of correction values. Or the control apparatus of the automatic transmission of 2. When the plurality of correction values are correction values that act in the same hydraulic pressure change direction, the final correction value determining means determines one of the plurality of correction values as a final correction value. The automatic transmission control device according to claim 3, wherein the automatic transmission control device is used as a control device. 4. The final correction value determining means uses all of the plurality of correction values as final correction values when the plurality of correction values are correction values that act in opposite hydraulic pressure change directions. Or the control device for an automatic transmission according to 4; 2. The automatic correction according to claim 1, wherein the final correction value determination unit determines a final correction value to be reflected in a hydraulic pressure correction control amount based on a deviation between the plurality of parameters and each target value. Transmission control device. 7. The automatic transmission control device according to claim 1, further comprising learning means for learning, for each condition, a hydraulic pressure correction control amount reflecting the final correction value. The parameter calculation means, the correction value calculation means, and the final correction value determination means change the number of parameters, the number of correction values, and the number of final correction values to be reflected for each shift pattern. The control device for an automatic transmission according to any one of claims 1 to 7. 9. The final correction value determining means changes a final correction value reflected in a hydraulic pressure correction control amount when an operating condition changes during shift control. Control device for automatic transmission. The automatic transmission control device according to claim 1, wherein the target value is set to a wide value. The control device for an automatic transmission according to claim 1, wherein the target value is set for each of the driving conditions.

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