JP3152095B2 - Shift control device for automatic transmission for vehicle - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a shift control device for an automatic transmission for a vehicle.

[0002]

2. Description of the Related Art Instead of eliminating the one-way clutch for the purpose of reducing the size and weight, the hydraulic pressure of one friction engagement device (clutch or brake) is lowered and at the same time the other friction engagement device (clutch or brake) is engaged. There is a vehicular automatic transmission of a type in which a clutch-to-clutch shift is performed in which a predetermined gear speed is switched to another gear speed by increasing the hydraulic pressure of the vehicle. In such a vehicle automatic transmission, during the clutch-to-clutch shift period, the release pressure of one friction engagement device is set so as to generate an overlap period in which one and the other friction engagement devices have engagement torque. Or the engagement pressure supplied to the other friction engagement device. At this time, when the decrease and increase timings of the engagement torque do not mesh well with one friction engagement device, that is, when the engagement torque of one friction engagement device decreases too fast or the other friction engagement device When the rise of the engagement torque of the device is too slow, for example, a temporary overshoot of the engine speed occurs, and when the decrease of the engagement torque of one friction engagement device is too slow or the friction of the other friction engagement device is too slow. If the rise of the engagement torque of the engagement device is too fast, a temporary sudden decrease in the output torque of the automatic transmission, which is called tie-up, occurs.

For this reason, a hydraulic control circuit for causing one and the other friction engagement devices to decrease and increase the engagement torque at appropriate timing is used in the shift control device for the automatic transmission for a vehicle. . In this hydraulic control circuit, for example, a pressure regulating drain valve that regulates the drain pressure by opening and closing a drain oil passage of a disengagement side frictional engagement device is provided. By being opened according to the engagement pressure of the joint device, the control pressure to be opposed to the engagement pressure of the friction engagement device on the release side is output from the linear solenoid valve based on the input torque to the automatic transmission, During the clutch-to-clutch shift period, the release pressure of one friction engagement device is reduced according to the increase of the engagement pressure of the other friction engagement device.

[0004] By the way, the friction coefficient of the friction engagement device, the operating characteristics of the valves constituting the hydraulic control circuit, orifices, etc., change with time or with time due to the properties and viscosity of the hydraulic oil. Therefore, even if the electrical control for the linear solenoid valve or the like is accurate, the decrease and increase of the engagement torque of the engagement side and release side frictional engagement devices cannot be obtained as expected. It is conceivable that temporary overshoot or tie-up may occur during clutch-to-clutch shift. On the other hand, for example, as in a shift control device described in JP-A-6-341535, the overshoot amount of the engine rotation speed during the clutch-to-clutch shift period is within a predetermined range, that is, the clutch An overshoot learning correction means is provided for correcting the drain pressure of the friction engagement device on the engagement side by learning so that the overshoot amount of the engine rotation speed during the clutch shift period is not excessive. According to this, the influence of the change in the friction coefficient of the friction engagement device and the change in the characteristics of the valve and the orifice constituting the hydraulic control circuit are eliminated, and the clutch-to-clutch shift is executed with high accuracy.

[0005]

By the way, vehicles have
In order to prevent the engine speed from entering the overspeed region, when the engine speed exceeds a preset value, for example, the fuel supplied to the engine is shut off to prevent the engine from overspeeding. Engine overspeed prevention means may be provided. However, the portion of the shift line for executing the clutch-to-clutch shift corresponding to the maximum value of the throttle valve opening is set to the engine speed in the overspeed range in order to maximize the engine output and enhance the acceleration. Normally, the vehicle speed is set to a vehicle speed corresponding to a value before a predetermined value before the vehicle enters the vehicle, and when the engine rotational speed reaches the vehicle speed immediately before the vehicle enters the overspeed region, a shift-up is performed. For this reason, there is no problem if the vehicle is traveling normally when the throttle valve opening is not close to the maximum value, but the engine speed is extremely high during high-load driving where the throttle valve opening is close to the maximum value, that is, rapid acceleration driving. When the clutch-to-clutch shift is executed in this state, the engine speed may overshoot and enter an overspeed region. In such a case, the engine may be affected by the operation of the engine overspeed prevention means. Since the rotational speed is suddenly reduced and the overshoot amount is affected, if the learning correction is performed by the overshoot learning and correcting means based on such an overshoot amount, the next clutch tow is incorrectly corrected due to an erroneous correction value. There is a possibility that the problem that the hydraulic pressure of the friction engagement device is controlled during the clutch shift may occur. As described above, when the hydraulic pressure of the friction engagement device is corrected by the erroneous learning correction value, a running shock may be impaired due to a shift shock at the next clutch-to-clutch shift.

The present invention has been made in view of the above circumstances. It is an object of the present invention to provide an erroneous learning correction control by an overshoot learning correction means when executing a clutch-to-clutch shift during high-load running. It is an object of the present invention to provide a shift control device for an automatic transmission for a vehicle which can prevent the occurrence of the shift.

[0007]

SUMMARY OF THE INVENTION In order to achieve the above object, the gist of the present invention is to reduce the oil pressure of one friction engagement device and at the same time reduce the oil pressure of the other friction engagement device. In an automatic transmission for a vehicle in which a clutch-to-clutch shift is performed by switching from a predetermined gear to another gear by increasing the pressure, engine overspeed prevention for preventing the engine rotation speed from exceeding a preset value Means, hydraulic control means for controlling the oil pressure of the friction engagement device involved in clutch-to-clutch shift so that the overshoot amount of the engine during the clutch-to-clutch shift period falls within a predetermined range, and A shift control device including an overshoot learning control unit that corrects, by learning, the hydraulic pressure controlled by the hydraulic control unit when the vehicle deviates. What, (a) and overspeed prevention control execution determining means for determining whether the engine overspeed prevention control is being executed by said engine overspeed prevention means during the clutch-to-clutch gear shift, (b) the engine rotational
When the overspeed prevention control execution determining means determines that the engine overspeed prevention control is being executed by the rotation speed entering a predetermined high rotation range, the learning control by the overshoot learning control means is stopped. And control suspension means for causing the control to stop.

[0008]

In this manner, the engine speed can be adjusted to a predetermined value.
When the engine overspeed prevention control execution determining means determines that the engine overspeed prevention control is being executed by entering the high speed region , the control stop means stops the learning control by the overshoot learning control means. Can be

[0009]

Therefore, the overshoot learning control means reduces the oil pressure of the friction engagement device involved in the clutch-to-clutch shift in a state where the engine speed is suppressed by the overspeed prevention control by the engine overspeed prevention means. Since the learning correction is stopped, erroneous learning is prevented. In addition, it is possible to prevent the traveling feeling from being impaired by the shift shock at the next clutch-to-clutch shift due to the correction of the hydraulic pressure of the friction engagement device by the erroneous learning correction value.

[0010]

According to a second aspect of the present invention, there is provided, in addition to the constituent features of the first aspect, an engine during the clutch-to-clutch shift period. Feedback control means for controlling the engagement pressure of the other frictional engagement device so that the rate of change of the rotation speed coincides with a predetermined target value set in advance; If the execution determination means determines that the engine overspeed prevention control is being executed, the feedback control by the feedback control means is also stopped.

[0011]

In this way, when the over-speed prevention control execution determining means determines that the engine over-speed prevention control is being executed, the control stopping means controls the feedback control means. Since the feedback control is also stopped, in addition to the effect of the first invention, the feedback control by the feedback control means is preferably prevented from becoming unstable.

[0012]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of the present invention will be described below in detail with reference to the drawings.

FIG. 1 is a skeleton view showing an example of an automatic transmission for a vehicle which is controlled by a shift control device according to an embodiment of the present invention. In the figure, an output of an engine 10 is input to an automatic transmission 14 via a torque converter 12,
The power is transmitted to drive wheels via a differential gear device and an axle (not shown).

The torque converter 12 is used for the engine 1
Pump impeller 18 connected to crankshaft 16
, A turbine runner 22 connected to the input shaft 20 of the automatic transmission 14, a lock-up clutch 24 directly connecting between the pump impeller 18 and the turbine runner 22, and a one-way clutch 26 that prevents rotation in one direction. And a stator 28 that is in the position.

The automatic transmission 14 includes a first transmission 30 for switching between high and low gears, and a second transmission 32 for switching between a reverse gear and four forward gears. The first transmission 30 includes an HL planetary gear unit 34 including a sun gear S0, a ring gear R0, and a planetary gear P0 rotatably supported by and engaged with the carrier K0, a sun gear S0 and a carrier. A clutch C0 and a one-way clutch F0 are provided between the sun gear S0 and the housing 41, and a brake B0 is provided between the sun gear S0 and the housing 41.

The second transmission 32 has a first planetary gear unit 36 comprising a sun gear S1, a ring gear R1, and a planetary gear P1 rotatably supported by the carrier K1 and meshed with the sun gear S1 and the ring gear R1.
, Sun gear S2, ring gear R2, and carrier K
2, a second planetary gear set 38 comprising a planet gear P2 rotatably supported by the sun gear S2 and the ring gear R2, and a sun gear rotatably supported by the sun gear S3, the ring gear R3, and the carrier K3. And S3 and a third planetary gear set 40 including a planetary gear P3 meshed with the ring gear R3.

The sun gear S1 and the sun gear S2 are integrally connected to each other, the ring gear R1, the carrier K2 and the carrier K3 are integrally connected, and the carrier K3 is connected to the output shaft 42. Further, a ring gear R2 is integrally connected to the sun gear S3. A clutch C1 is provided between the ring gear R2 and the sun gear S3 and the intermediate shaft 44, and the sun gear S1 and the sun gear S3 are provided.
A clutch C2 is provided between the clutch shaft 2 and the intermediate shaft 44. A band-type brake B1 for stopping rotation of the sun gear S1 and the sun gear S2 is provided on the housing 41.
It is provided in. A one-way clutch F1 is provided between the housing 41 and the sun gear S1 and the sun gear S2.
And a brake B2 are provided in series. The one-way clutch F1 is configured to be engaged when the sun gear S1 and the sun gear S2 try to reversely rotate in the direction opposite to the input shaft 20.

A brake B3 is provided between the carrier K1 and the housing 41, and a brake B4 and a one-way clutch F2 are provided between the ring gear R3 and the housing 41 in parallel. This one-way clutch F
2 is configured to be engaged when the ring gear R3 attempts to rotate in the reverse direction.

In the automatic transmission 14 configured as described above, for example, according to the operation table shown in FIG. 2, the automatic transmission 14 is switched to one of the first reverse gear and the five forward gears having sequentially different speed ratios. In FIG. 2, a circle indicates an engaged state, a blank indicates a released state, and a solid circle indicates an engaged state during engine braking. As is apparent from FIG. 2, the brake B3 is engaged when shifting from the first gear to the second gear and when shifting from the second gear to the third gear. The brake B2 is released from the second gear to the third gear.
It is engaged when shifting to a high gear. When shifting from the second gear to the third gear, a so-called clutch-to-clutch shift is performed in which the release period of the brake B3 and the engagement period of the brake B2 overlap each other. Is performed only by engaging or releasing one clutch or brake.

As shown in FIG. 3, the engine 10 of the vehicle
The intake pipe is operated by an accelerator pedal 50
First throttle valve 52 and throttle actuator 54
And a second throttle valve 56 operated by
ing. Also, the rotation speed N of the engine 10_EDetect
Engine rotation speed sensor 58, intake air of engine 10
Intake air amount sensor 60 for detecting amount Q, temperature of intake air
T_AIntake air temperature sensor 62 for detecting the
Opening θ of the throttle valve 52_THThrottle sensor 6 for detecting
4. The rotation speed N of the output shaft 42_OUTDetect vehicle speed V from
Vehicle speed sensor 66, cooling water temperature T of engine 10_WDetect
Cooling water temperature sensor 68, which detects the operation of the brake
Operation position P of rake switch 70 and shift lever 72_SH
Is provided with an operation position sensor 74 for detecting
From these sensors, the engine speed N_E, Intake air
Quantity Q, intake air temperature T_A, Opening of the first throttle valve
θ_TH, Vehicle speed V, engine coolant temperature T_W, Brake actuation
State BK, operation position P of shift lever 72_SHSignal representing
Is the electronic control unit 76 for the engine and the electronic control unit
Is supplied to the device 78. Also, hydraulic control
Hydraulic oil temperature T of circuit 84 _OILOil temperature sensor 75 that detects
From hydraulic oil temperature T_OILIs a signal representing an electronic control unit for shifting.
78.

As shown in FIG. 4, the shift lever 72 is operated to a P range, an R range, an N range, a D range, a 4 range, a 3 range, a 2 range and an L range located in the front-rear direction of the vehicle. At the same time, the support mechanism is configured so that the vehicle can be operated in the left-right direction between the D range and the 4 range and between the 2 range and the L range.

The engine electronic control unit 76 includes a CPU,
This is a so-called microcomputer having a RAM, a ROM, and an input / output interface. The CPU processes input signals in accordance with a program stored in the ROM in advance while using the temporary storage function of the RAM, and executes various engine controls. For example, a fuel injection valve 80 is controlled for controlling a fuel injection amount, an igniter 82 is controlled for controlling ignition timing, a bypass valve (not shown) is controlled for controlling idle speed, and a throttle actuator is controlled for controlling traction. the second throttle valve 56 is controlled by 54, increase of blocking the fuel injection valve 80 enters the overspeed region where the engine rotational speed N _E is set in advance (for example, the red zone) higher engine rotational speed N _E Suppress. The engine electronic control unit 76 is mutually communicably connected to the shift electronic control unit 78, and a signal necessary for one is appropriately transmitted from the other.

The electronic control unit 78 for shifting is also a microcomputer similar to the above, and the CPU processes input signals in accordance with a program stored in the ROM in advance while utilizing the temporary storage function of the RAM. Of each solenoid valve or linear solenoid valve. For example,
The shift electronic control unit 78 includes a linear solenoid valve SLT for generating a throttle pressure P _TH having a magnitude corresponding to the opening degree θ _TH of the first throttle valve 52, and a linear solenoid valve for controlling the accumulating back pressure. The SLN drives a linear solenoid valve SLU to control the engagement, disengagement, slippage and shift of the clutch-to-clutch of the lock-up clutch 24, respectively. Further, the shift electronic control device 78 determines the gear position of the automatic transmission 14 and the engagement state of the lock-up clutch 24 based on the actual throttle valve opening θ _TH and the vehicle speed V from a shift diagram stored in advance. Then, the solenoid valves S1, S2, and S3 are driven so that the determined gear position and engagement state are obtained, and the solenoid valve S4 is driven when an engine brake is generated. The shift diagram includes shift lines corresponding to each shift speed,
FIG. 9 shows 2 → 3 shift lines among those shift lines.

FIGS. 5 and 6 show the hydraulic control circuit 84.
Are shown. The illustrated 1-2 shift valves 88 and 2
The −3 shift valve 90 is used for shifting from the first gear to the second gear and for shifting from the second gear to the third gear based on the output pressures of the solenoid valves S1 and S2. , The switching valves that can be switched respectively, and the numerical value indicating the switching position indicates the gear position. Forward range pressure P _D, the shift lever 72 forward range (D, 4,3,2, L) is a pressure that is generated from the manual valve (not shown) when being operated to the throttle valve by a regulator valve (not shown) is the source pressure line pressure P _L is pressure higher regulated in accordance with the opening degree.

When a shift output for switching from the first gear to the second gear is output, the forward range pressure P
_D is supplied to the brakes B3 and B3 accumulator 94 via the 1-2 shift valve 88, the 2-3 shift valve 90, the oil passage L01, the B3 control valve 92, and the oil passage L02. When a shift output for switching from the second gear to the third gear is output, the forward range pressure P _D becomes 2−
At the same time as being supplied to the brakes B2 and the B2 accumulator 100 via the 3-shift valve 90 and the oil passage L03, the hydraulic oil in the brakes B3 and the B3 accumulator 94 is supplied to the oil passages L02, B3 control valve 92 and the oil passage L0.
The pressure is drained through a 1, 2-3 shift valve 90, a return oil passage L04, and a 2-3 timing valve 98, and is rapidly drained through a branch oil passage L05 branched from the return oil passage L04 and a B2 orifice control valve 96. It is supposed to be.

[0026] The above B3 The back pressure chamber 94 _B and 100 _B of the accumulator 94 and B2 accumulator 100, the linear solenoid valve SLT output pressure P _SLT and the linear solenoid valve accumulator back pressure P _ACC on the basis of the output pressure P _SLN of SLN accumulator back pressure P _ACC from accumulator back pressure control valve (not shown) for generating is supplied during each shift.

The B3 control valve 92 is connected to the oil passage L0.
Spool valve element 104 that opens and closes between valve 1 and oil passage L02
And the same as the spool valve element 104 with the spring 106 interposed.
Provided at the center and having a diameter larger than that of the spool valve element 104.
The plunger 108 and the spring 106 are housed therein,
When the 2-3 shift valve 90 is switched to the third speed side
Forward range pressure P output from it_DVia oil passage L07
Oil chamber 110 and shaft end of plunger 108
The output pressure P of the linear solenoid valve SLU _SLUTo
And a receiving oil chamber 112. Therefore, B3
In the process of establishing the second gear, the control valve 92
Output pressure P of linear solenoid valve SLU_SLUAccording to spoo
Position the valve valve 104 in the open position shown on the left side of the center line.
Perform the first fill early on and then
Supply the hydraulic oil from the oil passage L01 to the oil passage L02, or
Causes the hydraulic oil in the oil passage L02 to flow out to the discharge oil passage L06.
As a result, the engagement pressure P in the brake B3_B3The rise of
From Equation 1, the output pressure P_SLUAdjust the pressure based on Ma
In addition, the B3 control valve 92 is provided with a gear at or above the third gear.
In the second stage, the oil is supplied from the 2-3 shift valve 90 to the oil chamber 110.
Forward range pressure P_DThe spool valve 104 according to
Lock to the open position shown on the left side of the cord. This is B3
Oil chamber 112 of control valve 92 and 2-3 timing valve
98 is connected to the oil chamber 138,
In the third shift state, the oil chamber 112 of the B3 control valve 92
The change in the volume of the fuel cell by the 2-3 timing valve 98.
This is so as not to affect the pressure regulation operation. What
Note that in Equation 1, S₁ And S_TwoIs plunger 10
8 and the sectional area of the spool valve element 104.

[0028]

[ _Equation 1] P _B3 = P _SLU · S ₁ / S ₂

The B2 orifice control valve 96 is
Rake B2 and B2 accumulator 100 and oil passage L0
3 and the drain oil passage L06 and the drain
A spool valve 114 that opens and closes between the
Attach the pool valve 114 toward the first drain position.
The spring 116 to be urged and the shaft end of the spool valve 114
And the output pressure P of the third solenoid valve S3_S33-4 shifts
And an oil chamber 120 which receives the oil through a valve 118.
You. As a result, the third solenoid valve S3 can be used, for example, during a 3 → 2 shift.
Is turned on and its output pressure P_S3Supplied to oil chamber 120
The spool valve 114 prevents the brake
B2 and between B2 accumulator 100 and oil passage L03
Open between them brake B2 and B2 accumulate
Fur that quickly discharges hydraulic oil from the
Stodrain operation is performed. Also in 1 → 2 shift
Is the output pressure of the third solenoid valve S3 when the third solenoid valve S3 is turned off.
P _S3Is supplied to the oil chamber 120 so that the B3 control
Operation discharged from the pressure regulating operation of the roll valve 92
A discharge oil passage L06 for discharging oil and a drain port 113
Is opened to adjust the pressure of the B3 control valve 92
Is permitted, but when the 1 → 2 shift is completed, the third solenoid valve S
3 is turned on and the discharge oil passage L06 and the drain port 1
13 is closed by closing B3 control valve
The pressure regulation operation of 92 is stopped.

The 2-3 timing valve 98 is involved in the shift from the second gear to the third gear, and regulates the release pressure from the brake B3 from the linear solenoid valve _{SLU in} accordance with the output pressure P _SLU. Function as That is, 2-
3 timing valve 98, 2 → 3 forward range pressure P _D is output from the 2-3 shift valve 90 when the shift is outputted 3-4 shift valve 118 and the solenoid relay valve 122
The supply port 124, the drain port 126, and the oil passage L04, which are supplied through the brake B3, are connected to the supply port 124 or the drain port 126.
Spool valve 128 that regulates the pressure P _B3 during the drain period of
And a first concentrically provided with a spool valve element 128 via a spring 130 and having the same diameter as the spool valve element 128.
The plunger 132 and the spool valve element 128 are provided concentrically with the spool valve element 128 so as to be in contact with one end thereof.
A second plunger 134 having a diameter larger than 28, houses a spring 130, an oil passage L08 to the forward range pressure P _D is output therefrom when the 2-3 shift valve 90 is switched to the second speed side And an oil chamber 138 provided at the shaft end of the first plunger 132 for receiving the output pressure P _SLU from the linear solenoid valve SLU.
And an oil chamber 140 provided at the shaft end of the second plunger 134 for receiving the hydraulic pressure P _B2 in the brake B2 and a feedback oil chamber 142 for receiving the feedback pressure.

Therefore, the sectional area of the spool valve element 128 and the first plunger 132 is S ₃ ,
8, the land area on the second plunger 134 side is S ₄ ,
When the cross-sectional area of the second plunger 134 and S _5, 2 → 3
Brake B in the release process when the gearshift output is output
According to the pressure adjusting operation of the 2-3 timing valve 98, the pressure P _B3 of the third embodiment decreases according to the increase of the engagement pressure P _B2 of the brake B2 from the expression 2, and the output pressure P _B of the linear solenoid valve SLU.
_The pressure is adjusted to increase according to the _SLU .

[0032]

## EQU2 ## P _B3 = P _{SLU .S 3} / (S ₃ −S ₄ ) −P _{B2.
S 5 / (S 3 -S 4} )

Further, the 2-3 timing valve 98, when the forward range pressure P _D output from the 2-3 shift valve 90 is switched to the second speed side is supplied to the oil chamber 136, the spool valve The child 128 is locked. This is also the oil chamber 138 of the 2-3 timing valve 98 and B
Since the oil chamber 112 of the third control valve 92 is connected, the change in the volume of the oil chamber 138 of the 2-3 timing valve 98 is prevented in the first speed and the second speed, and the B3 control valve 92 is closed. This is so as not to affect the pressure regulation operation.

[0034] C0 exhaust valve 150, the output pressure P _S4 of the third but brought into the closed position in accordance with the hydraulic pressure in the output pressure P _S3 and the oil passage L01 of the solenoid valve S3, the fourth solenoid valve S4
Accordance with the spool 152 is caused to position to the open position, the line pressure P _L supplied via it when the 4-5 shift valve (not shown) is in switching state of the following fourth speed, the second speed And clutch C at times other than the fifth speed
0 and the C0 accumulator 154.

In the shift control device configured as described above, if a 2 → 3 shift (clutch-to-clutch shift) determination is made and a shift output to the third gear is output, then 2-3 Shift valve 90 is switched from the second speed side to the third speed side. As a result, the forward range pressure P _D becomes 2−
It is supplied to the brake B2 via the three-shift valve 90 and the oil passage L03. At the same time, 2-3 While the spool 104 forward range pressure P _D from the shift valve 90 is supplied to the oil chamber 110 of the B3 control valve 92 is locked in the open position, and at the same time, the 2-3 shift Oil passage L via valve 90
01 and L04, the hydraulic oil in the oil chamber 136 of the 2-3 timing valve 98 is discharged through the oil passage L04 and the 2-3 shift valve 90, and the brake B3
Is released while being regulated by the 2-3 timing valve 98 in accordance with P _SLU . FIG. 7 illustrates changes in the hydraulic pressures of the brakes B3 and B2 during the clutch-to-clutch shift.

FIG. 8 is a functional block diagram illustrating the main control functions of the engine electronic control unit 76 and the shift electronic control unit 78. In the figure, an engine overspeed prevention means 158, high-load running time of such a clutch-to-clutch upshift, overspeed determination reference value the engine rotational speed N _E is set in advance that is detected by the engine rotational speed sensor 58 N _FC Is exceeded, the fuel injected from the fuel injection valve 80 into the intake pipe is shut off. The overspeed determination reference value N _FC, for example, is set to a value corresponding to the lower limit value of the rotational region known as a so-called red zone.

The shift control means 160 determines the actual throttle valve opening θ _TH from a pre-stored shift diagram comprising a plurality of upshift shift lines and downshift shift lines including the 2 → 3 shift line in FIG. And the engagement state of the lock-up clutch 24 is determined based on the vehicle speed V and the vehicle speed V, and the solenoid valves S1, S2, and S3 are driven so as to obtain the determined gear position and engagement state. When the engine brake is to be generated, the electromagnetic valve S4 is driven, and the shift range of a plurality of gears is determined based on the operation position of the shift lever 72. Also, the shift control means 1
60 indicates that the shift lever 72 moves forward (D, 4, 3,
(2, L) When the gear is operated to the D range, the shift is automatically executed in the range from the first gear to the fifth gear according to the traveling state. When the gear is operated to the fourth range, the gear is driven. The shift is automatically executed in the range from the first gear to the fourth gear according to the state. Further, when the shift lever 72 is operated to three of the engine brake (3, 2, L) ranges, the shift control means 160 changes the first to third gears according to the running state. The third speed range is set to the engine brake mode, and when operated to the second range, the shift is performed in the range from the first speed range to the second speed range according to the traveling state. Only the second gear is set to the engine brake mode, and when operated to the L range, only the first gear is achieved and set to the engine brake mode.

The hydraulic pressure control means 162 temporarily supplies the oil pressure of the friction engagement devices (B2 or B3) involved in clutch-to-clutch shift during the clutch-to-clutch shift period to the friction engagement devices (B2 or B3). Basic control is performed based on the input torque of the automatic transmission 14 using the B3 control valve 92 or the like, for example, so as to generate an engagement torque equal to or more than a fixed amount.

The overshoot learning control means 164
Clutch-to-clutch upshifting of dynamic transmission 14
Overshoot state of the engine 10 during the period
Bass shoot amount ΔN_EOVAnd overshoot time width T
_EOVAnd the overshoot amount ΔN_EOVAnd e
Overshoot time width T_EOVOil within the specified range
The hydraulic pressure value controlled by the pressure control means 162, for example,
Note 2-3 The linear solenoid valve SL is operated by the timing valve 98.
Output pressure P from U_SLUOf the brake B3 regulated according to
The release hydraulic pressure value is learned and corrected. For more information,
When the inertia phase of the clutch shift period has started
To reduce the amount of overshoot up to that point
Learning correction value, and determine the next clutch-to-clutch shift period.
Between the frictional engagement devices involved in the shift
to correct. The above engine rotation speed N _EOvershoot
Is, for example, as indicated by the hatched area in FIG.
Engine rotation speed N_EOf the ideal shift state
You. And the engine speed N_EOvershoot amount
ΔN_EOVIs the maximum change width of the above overshoot,
For example, the engine speed N_EAt peak times
Turbine speed N _T(≒ N_E) To output shaft rotation speed
N_OUTAnd the product of the gear ratio i at that time (N_OUT×
i) minus the value (N_T-N_OUT× i)
It is. Also, the overshoot time width T_EOVIs the above
This is the time width of the occurrence of bathooting.
ΔN_EOVIs relatively small, for example, about 50 r.p.m.
It is detected as a period that exceeds the reference value. FIG.
The above engine rotation speed N_EOvershoot ΔN_EOV
And overshoot time width T_EOVIs shown.

The feedback control means 166, the rotation rate of change of the engine speed N _E in the inertia phase of a clutch to clutch upshift period (decreasing speed)
The accumulator 100 controls the accumulator pressure of the accumulator 100, for example, in order to adjust the engagement pressure of the brake B2 such that is equal to a predetermined constant target value.

The overspeed prevention control execution determination means 168 determines whether or not the engine overspeed prevention control by the engine overspeed prevention means 158 is being executed during a clutch-to-clutch upshift. When the over-speed prevention control execution determining means 168 determines that the engine over-speed prevention control is being executed, the control stop means 170 controls the overshoot learning control means 164.
Or stops the learning correction control by causes the reduction rate of En'n speed N _E by the feedback control means 166 stops the feedback control for controlling the constant.

The automatic shift determining means 172 determines whether the clutch-to-clutch shift, that is, the 2 → 3 shift, has been automatically determined from the previously stored shift line based on the running state of the vehicle. Overshoot state determination means 1
_{Reference numeral} 74 denotes _{whether the} overshoot amount ΔN _EOV generated during the clutch-to-clutch upshift period exceeds a predetermined reference value α and whether the overshoot time width T _EOV exceeds a predetermined reference value T _EOV1. Alternatively, it is determined whether or not the overshoot amount ΔN _EOV exceeds a predetermined reference value β and the overshoot time width T _EOV exceeds a predetermined reference value T _EOV2 . The manual shift determining means 176 determines whether the clutch-to-clutch shift, that is, the 2 → 3 shift, has been determined in relation to the driver's shift operation. It is determined whether a clutch-to-clutch shift has been determined in relation to the other operation. The power-on traveling determination means 178 determines whether or not the traveling state of the vehicle is a power-on state, that is, a state where the power transmission direction is a direction from the engine 10 to the drive wheels.

In the overshoot learning control means 164, when the clutch-to-clutch shift is automatically determined, the overshoot amount ΔN _EOV exceeds a predetermined reference value α and the overshoot time width T _When it is determined that the _EOV has exceeded the predetermined reference value T _EOV1 , the learning control operation is started. In the learning control operation at this time, the learning correction value ΔD _SLU is determined based on the actual overshoot amount ΔN _EOV and the overshoot time width T _EOV from the relationship stored in advance shown in FIG. The overshoot learning control means 1
64 indicates that the clutch-to-clutch shift is performed by the shift lever 72.
If it is determined in connection with the shift operation of
When the vehicle is in the power-on traveling state and it is determined that the overshoot amount ΔN _EOV exceeds the predetermined reference value β and the overshoot time width T _EOV exceeds the predetermined reference value T _EOV2. Then, the learning control is started. In the learning control operation at this time, the relationship corresponding to the actual vehicle speed is selected from a plurality of relationships stored in advance as shown in FIG. 14, and the actual overshoot amount ΔN _EOV and the overshoot time are determined from the selected relationship. The learning correction value ΔD _SLU is determined based on the width T _EOV .

Preferably, the control suspending means 170 _suspends only the learning correction based on the overshoot time width T _EOV of the overshoot learning control means 164 when the clutch-to-clutch shift is automatically determined. However, the clutch-to-clutch shift is performed by the shift lever 7.
If it is determined in connection with the second shift operation, the learning correction based on the overshoot amount ΔN _EOV and the overshoot time width T _EOV is stopped.

FIG. 11 is a flow chart for explaining a main part of the control operation by the engine electronic control unit 76.
In the figure, a step (hereinafter, step is omitted) SG
In 1, whether exceeds the determination reference value N _FC the engine speed N _E is set in advance is determined. The criterion value N _FC is set near the lower limit value of the engine overspeed region. If the determination of SG1 is denied, the next SG2
Is skipped, but if the result is affirmative, the fuel supply to the engine 10 is shut off by closing the fuel injection valve 80 in SG2. That is, in a state in which the engine rotational speed N _E does not exceed the determination reference value N _FC is the fuel supply is continued, than when it is the fuel supply is interrupted by overspeed is prevented. SG1 and SG
Reference numeral 2 corresponds to the engine overspeed prevention means 158.

FIG. 12 is a flow chart for explaining a main part of the control operation by the electronic control unit 78 for shifting. In the figure, after input signal processing for reading various input signals is performed in SA1, it is determined in SA2 whether the shift lever 72 is operated to the D range or the 4 range. If the determination at SA2 is affirmative, the clutch-to-clutch shift between the second gear and the third gear is automatically determined and performed. Next, S corresponding to the automatic shift determination means 172
At A3, for example, was a 2 → 3 shift determination of the automatic transmission 14 made based on the vehicle state represented by the throttle valve opening θ _TH and the vehicle speed V from the previously stored 2 → 3 shift line shown in FIG. It is determined whether or not.

If the determination at SA3 is denied,
Routine is terminated, but if affirmative, the
SA4 corresponding to the overshoot state determination means 174.
And the engine speed N_EOvershoot ΔN
_EOVIs greater than or equal to a predetermined criterion value αr.p.m.
Overshoot time width T_EOVIs a preset criterion
It is determined whether or not it is equal to or longer than the reference value Amsec. This judgment base
The reference values αr.p.m. and Amsec are clutch-to-clutch changes.
Overshoot that occurs during the speed period, that is, during the 2 → 3 shift period
Learning control and inertia phase
Engine rotation speed N _EFeedback to keep the reduction rate of
To start the lock control
Is set.

If the determination at SA4 is denied, this routine is terminated because the overshoot is still small, but if the determination is affirmed, SA5 corresponding to the overspeed prevention control execution determination means 168 is returned. In, it is determined whether or not the fuel cutoff in SG2 of FIG. 11 is being performed. If the determination of SA5 is denied,
Since the engine speed _NE is not in the overspeed region, the overshoot learning control means 164
The overshoot learning control is executed in SA6 corresponding to. In this overshoot learning control, the learning correction value ΔD _SLU is determined based on the actual overshoot amount ΔN _EOV and the overshoot time width T _EOV from the data map stored in advance shown in FIG. during the shift gear, the learning correction value [Delta] D _SLU to the drive duty ratio D _SLU of the linear solenoid valve SLU for controlling the release pressure pressure value of the brake B3 at the time of clutch-to-clutch upshift is added. The linear solenoid valve SLU has its drive duty ratio D
_Since the output pressure P _SLU has a characteristic of increasing according to the _SLU , the learning correction value ΔD _SLU is added, so that the engagement torque of the brake B3 and the engagement torque of the brake B2 overlap. The tie-up side is set, and the overshoot is reduced.

In the data map shown in FIG.
The learning correction value ΔD _SLU is set to a larger value as the overshoot time width T _EOV increases, so that the overshoot can be accurately reduced.
_It is set to a larger value as the _EOV increases. That is, ΔD _SLU11 <ΔD _SLU21 <ΔD _SLU31 , ΔD _SLU12
<ΔD _SLU22 <ΔD _SLU32 , ΔD _SLU13 <ΔD _SLU23 <
ΔD _SLU33・ ・ ・ ΔD _{SL U11} <ΔD _SLU12 <ΔD _SLU13
It is. Further, 2 → 3 engine rotational speed N _E for automatic shifting that enters the overspeed region, since regarded to overshoot amount .DELTA.N _EOV for example 150r.pm above, is the ΔD _SLU13 <ΔD _SLUS ing.

Further, following SA6, feedback control of SA7 corresponding to the feedback control means 166 is executed. In this feedback control, so as to coincide with a predetermined target value the rotation change rate of the engine rotation speed N _E (reduction rate) is set in advance in the inertia phase of a clutch to clutch upshift period,
For example, the accumulator pressure of the accumulator 100 is controlled to adjust the engagement pressure of the brake B2.

[0051] However, if the determination in SA5 is affirmative, since the rotation of the engine speed N _E is in the excessive rotation area, in SA8, among overshoot learning control it has been initiated by SA6 A part related to the overshoot time width T _EOV is aborted. Here, the learning for this time is stopped, and the past learning result is used as it is. That is, in this SA8, in the overshoot learning control, the overshoot time width T
_No change in _EOV and overshoot ΔN
_The overshoot learning control is continued by using the learning correction value ΔD _SLUS set to a value larger than the learning correction value ΔD _SLU13 corresponding to the maximum level of _EOV . At SA9, the feedback control for the constant rate of decrease in engine rotational speed N _E that has been initiated by SA7 is stopped. In this embodiment, the above SA
8 and SA9 correspond to the control suspending means 170.

When the shift lever 73 is positioned at three ranges or less, the determination at SA2 is negative, and the control goes to SA10 corresponding to the manual shift determination means 176.
It is determined whether or not the 2 → 3 upshift manual shift has been determined in
→ It is determined whether three shifts have been determined. This SA1
If the determination of 0 is denied, this routine is ended. If the determination is affirmed, in SA11, it is determined whether the power transmission direction is a direction from the engine 10 to the drive wheels, that is, in power-on traveling. It is determined whether there is.

If the determination at SA11 is denied, this routine is terminated. If the determination is affirmed, SA12 corresponding to the overshoot state determination means 174 is executed.
In the same manner as in SA4, the engine rotational speed N _E
The overshoot amount .DELTA.N _EOV is a preset determination reference value βr.pm more and overshoot duration T _{EO V}
Is greater than or equal to a predetermined criterion value Bmsec. The criterion values βr.pm and Bmsec are
Intended for clutch-period or 2 → 3 shift period in a feedback control for the decreasing speed of the engine rotational speed N _E of the learning control and an inertia phase for suppressing the overshoot constant operation starts to occur Yes, experimentally set in advance. Since the 2 → 3 shift judgment at the time of the manual shift occurs at various vehicle speeds V, the above-mentioned judgment reference values βr.pm and Bmsec
Is set independently of the criterion value αr.pm and Amsec, but a common value may be used.

If the determination at SA12 is negative, the routine is terminated. If the determination is affirmative, SA13 corresponding to the overspeed prevention control execution determination means 168 is executed.
In the same manner as in SA5, it is determined whether or not the fuel cutoff in SG2 of FIG. 11 has been executed. Since the determination in SA13 is if it is negative, it is in a state where the engine rotational speed N _E is not in the over-rotation region, corresponding to the overshoot learning control means 164 SA1
At 4, the overshoot learning control is executed. This overshoot learning control is the same as the overshoot learning control of SA6, _except that a plurality of types of relationships (data maps) for _obtaining the learning correction value ΔD _SLU are prepared in advance for each vehicle speed. The difference is that the learning correction value ΔD _SLU is obtained from the selected relationship.
Figure 14 shows a data map corresponding to a predetermined vehicle speed V _1. In the data map shown in FIG. 14, as in FIG. 13, the learning correction value ΔD _SLU is set to a larger value as the overshoot time width T _EOV increases, and increases as the overshoot amount ΔN _EOV increases. Is set to a value. And the feedback control means 1
In SA15 corresponding to 66, similarly to the SA7, the feedback control for the decreasing speed of the engine rotational speed N _E is constant is performed.

However, if the determination at SA13 is affirmative, the engine speed _NE is in the overspeed range, and the overshoot learning control is performed at SA16 corresponding to the control stop means 170. Aborted. In the suspension of the overshoot learning control, the SA
Unlike FIG. 8, learning based on any of the overshoot amount ΔN _EOV and the overshoot time width T _EOV is not executed.

As described above, according to the present embodiment, SA5 or S5 corresponding to the overspeed prevention control execution determining means 168 is used.
If it is determined by A13 that the engine overspeed prevention control is being executed, the process proceeds to S corresponding to the control stop means 170.
By A8 or SA16, the overshoot learning control by SA6 or SA14 corresponding to the overshoot learning control means 164 is stopped. As described above, the overshoot learning control by the overshoot learning control means 164 is performed by the frictional engagement involved in the clutch-to-clutch shift in a state where the engine rotation speed _NE is suppressed by the overspeed prevention control by the engine overspeed prevention means 158. Since the learning correction of the hydraulic pressure of the device is stopped, erroneous learning is prevented. In addition, the overshoot learning control means 164 prevents the hydraulic pressure of the frictional engagement device from being corrected by the erroneous learning correction value, thereby preventing the running feeling from being impaired by the shift shock at the next clutch-to-clutch shift. Is done.

Further, according to this embodiment, when it is determined that the engine overspeed prevention control is being executed by SA5 or SA13 corresponding to the overspeed prevention control execution judging means 168, the control interruption means 170 to the SA8 or SA16, since also the feedback control of the engine rotational speed N _E of SA7 or SA15 corresponding to the feedback control means 166 is stopped, the engine rotational speed N _E by the execution of the engine overspeed prevention control is affected By performing the feedback control by the feedback control means 166 during a certain period, the feedback control is preferably prevented from becoming unstable.

Further, according to the present embodiment, the 2 → 3 shift is automatically performed.
The dynamic judgment corresponds to the automatic shift judgment means 172.
If the determination is made by SA3, the control suspending means 17
In SA8 corresponding to 0, the overshoot learning control
Partial, ie, overshoot time width T_EOVBased learning
Although the determination of the correction value is stopped, a certain learning correction value ΔD
_SLUSLearning control is continued.
Brake in the direction to reduce overshoot even in the middle
The advantage is that the drain pressure of B3 can be changed continuously.
You.

Further, according to the present embodiment, when it is determined by the SA10 corresponding to the manual shift determining means 176 that the 2 → 3 shift is determined in relation to the manual operation of the shift lever 72, the 2 → 3 shift is determined. Since the engine speed at the time of the third shift determination is not constant, there is an advantage that the entire overshoot learning control is stopped.

Although the embodiment of the present invention has been described in detail with reference to the drawings, the present invention can be embodied in other forms.

For example, in SA8 of FIG. 12 described above, a part of the overshoot learning control, that is, the learning correction control relating to the overshoot time width T _EOV is stopped, but the entire overshoot learning control is stopped. No problem.

In the above-described embodiment, in order to execute the clutch-to-clutch shift, the overlap or underlap of the engaged state of B3 and B2 is adjusted by adjusting the drain pressure of the B3 brake. However, the supply pressure of the B2 brake may be regulated. In this case, if the supply pressure of the B2 brake is corrected to be high, the tie-up side is set.

In the above-described embodiment, the overshoot learning control is provided both when the 2 → 3 shift is automatically determined and when the shift lever 72 is determined in connection with the operation. However, one may be used. The feedback control of the reduction rate of the engine rotational speed N _E of the SA7 and SA15 of FIG. 12 is constant may not necessarily be provided.

In the above-described embodiment, the clutch-to-clutch shift from the second gear to the third gear is performed by releasing the brake B3 and engaging the brake B2. The other friction engagement device may realize the clutch-to-clutch shift, or the clutch-to-clutch shift may be performed between another gear, for example, the third gear and the fourth gear. May be configured to be performed.

In the flowcharts of FIGS. 11 and 12, the steps may be added or the contents of the steps may be changed as long as the same control function is achieved.

In the above-described embodiment, the electronic control unit 76 for the engine and the electronic control unit 78 for shifting are configured independently of each other, but they may be configured by a common arithmetic and control unit.

Although not specifically exemplified, the present invention can be implemented in various modified and improved modes based on the knowledge of those skilled in the art.

[Brief description of the drawings]

FIG. 1 is a skeleton diagram illustrating a configuration of an automatic transmission for a vehicle in which a gear position is controlled by a shift control device according to an embodiment of the present invention.

FIG. 2 is a table showing a relationship between a combination of operations of a plurality of frictional engagement devices and a gear established by the combination in the automatic transmission of FIG. 1;

FIG. 3 is a block diagram including a hydraulic control circuit and an electric control circuit for controlling the automatic transmission of FIG. 1;

FIG. 4 is a diagram illustrating an operation position of a shift lever of FIG. 3;

FIG. 5 is a diagram illustrating a main part of a hydraulic control circuit of FIG. 3;

FIG. 6 is a diagram illustrating a main part of the hydraulic control circuit of FIG. 3;

FIG. 7 is a time chart showing changes in the disengagement hydraulic pressure and the engagement hydraulic pressure of the pair of frictional engagement devices during the clutch-to-clutch shift executed by the hydraulic control circuits shown in FIGS. 5 and 6;

FIG. 8 is a functional block diagram illustrating a main part of a control function of the electronic control device of FIG. 3;

FIG. 9 is a diagram showing a second embodiment used for speed change control in the embodiment of FIG.
It is a figure showing a → 3 shift line.

FIG. 10 shows an overshoot amount ΔN _EOV of the engine rotational speed generated during a clutch-to-clutch _upshift.
FIG. 3 is a diagram for explaining an overshoot time width T _EOV .

FIG. 11 is a flowchart illustrating a main part of a control operation of the engine electronic control device of FIG. 3;

12 is a flowchart illustrating a main part of a control operation of the shift electronic control device in FIG. 3;

13 is a diagram showing a relationship for _{obtaining an} overshoot learning correction value ΔD _SLU in the overshoot learning control executed when the clutch-to-clutch upshift is automatically determined in SA6 of FIG. 12; .

14 is a diagram illustrating a relationship for _{obtaining an} overshoot learning correction value ΔD _SLU in overshoot learning control executed when a clutch-to-clutch upshift is determined in connection with the operation of the shift lever in SA14 of FIG. 12; FIG.

[Explanation of symbols]

 14: Automatic transmission 158: Engine overspeed prevention means 162: Oil pressure control means 164: Overshoot learning control means 168: Overspeed prevention control execution determination means 170: Control suspension means

Claims (5)

(57) [Claims] 1. A clutch-to-clutch shift for switching from a predetermined gear stage to another gear stage is performed by lowering the hydraulic pressure of one friction engagement device and simultaneously increasing the hydraulic pressure of the other friction engagement device. In an automatic transmission for a vehicle, an engine overspeed prevention means for preventing an engine rotation speed from becoming equal to or higher than a preset value, and a clutch so that an overshoot amount of the engine during a clutch-to-clutch shift period falls within a predetermined range. Hydraulic control means for controlling the hydraulic pressure of the friction engagement device involved in the toe clutch shift, and overshoot learning control means for correcting, by learning, the hydraulic pressure controlled by the hydraulic control means when the overshoot amount is out of a predetermined range. A shift control device comprising: the engine overspeed prevention means during the clutch-to-clutch shift. And overspeed prevention control execution determining means for determining whether the engine overspeed prevention control is being executed, that the engine rotational speed falls to a predetermined high rpm
Ri, the above when it is determined that the engine overspeed prevention control is being executed by the overspeed control execution decision means, characterized in that the control stop means for stopping the learning control by the overshoot learning control means includes Transmission control device for an automatic transmission for a vehicle. 2. The engine control system according to claim 1 , wherein
By shutting off the fuel supplied to the engine,
2. The vehicle according to claim 1, wherein the vehicle is prevented from over-rotating.
Transmission control device for automatic transmissions. 3. A feedback control means for controlling an engagement pressure of the other friction engagement device such that an engine rotation speed change rate during the clutch-to-clutch shift period coincides with a predetermined constant target value. The control stop means stops the feedback control by the feedback control means when the engine overspeed prevention control execution determination means determines that the engine overspeed prevention control is being executed. Shift control device for automatic transmission for vehicles. 4. The vehicle automatic transmission according to claim 1, wherein the vehicle automatic transmission is stored in advance.
While it determines the gear stage from the shift diagram, based on a manual operation
Shift range that can determine the shift range of multiple
A bar, wherein the overshoot learning control means includes an overshoot amount.
And the overshoot time width, the shift is determined in relation to the manual operation, and the overspeed
Engine overspeed prevention control by means of rotation prevention control execution determination means
If it is determined that
The overshooting time width
The vehicle according to claim 1, wherein learning is not executed.
Transmission control device for automatic transmissions. 5. The vehicle automatic transmission according to claim 1 , wherein the automatic transmission is stored in advance.
A gear position is determined from a shift diagram, and the overshoot learning control means includes an overshoot amount.
And an overshoot time width, and the shift is automatically performed based on the previously stored shift diagram.
Determined by the overspeed prevention control execution determining means.
It is determined that the engine overspeed prevention control is being executed
The learning correction value based on the overshoot time width.
Is stopped and the overshoot is reduced.
Or the other friction engagement device
2. The apparatus according to claim 1, wherein at least one of the hydraulic pressures is corrected.
3. The shift control device for an automatic transmission for a vehicle according to claim 1.