JP4849982B2 - Shift control device and method for automatic transmission - Google Patents

Description

  The present invention relates to a shift control apparatus and method for an automatic transmission that performs a shift (switching of a shift stage) in an automatic transmission that transmits power by selecting and engaging one of a plurality of clutches according to the shift stage. Is.

At the time of shifting of the automatic transmission (at the time of shifting the gear stage), frictional engagement elements such as clutches are generally switched from disengagement to engagement or from engagement to disengagement. It is desired to operate the friction engagement element smoothly and promptly so as not to occur. Therefore, various techniques have been developed (see, for example, Patent Document 1).
The technique described in Patent Document 1 is a technique for reducing the shock at the time of shifting by controlling the hydraulic pressure to the hydraulic servo of the friction engagement element. In this technique, as shown in FIG. 15, the target hydraulic pressure P _TA at the start of the inertia phase is calculated according to the input torque for the frictional engagement element on the engagement side that is switched from disengagement to engagement. And a predetermined time t _TA set in advance, a predetermined gradient is calculated, and the hydraulic pressure is increased by a first sweep up by the gradient. A relatively gentle gradient δP _TA is set based on the target rotational change rate when the input rotational speed reaches the predetermined change amount when the hydraulic pressure reaches the target hydraulic pressure P _TA , and the hydraulic pressure is increased by the second sweep up by the gradient. Let Speed change ΔN of an input rotation, at a rotation change start determining rotational speed dN _S which can be detected by the input shaft rotational speed sensor, while looking at the input speed change, the hydraulic pressure is feedback-controlled at a predetermined gradient. Further, the target shift start time and the speed change rate at the start of the target shift are measured, and the target hydraulic pressure P _TA , the gradient δP _TA of the second sweep unit, and the target shift start time t _aim are learned and corrected.

Further, in the technique described in Patent Document 2, in an automatic transmission having a main transmission mechanism and a sub-transmission mechanism full transmission, switching in the sub-transmission mechanism (that is, a certain friction engagement element is released and another friction engagement element is released). When the downshift by the above-mentioned change is executed by releasing the brake arranged in parallel with the one-way clutch of the main transmission mechanism and setting it to the free rotation state prior to the shift by engaging the engagement element, the control is performed as shown in FIG. Done. That is, the progress of the shift is determined by comparing the gear ratio rotation difference ΔN between the rotation speed obtained by multiplying the output rotation speed by the gear ratio before shift and the actual input shaft rotation speed with the predetermined threshold Nlim. When the progress of the shift is not sufficient, i.e., if the gear ratio rotational difference ΔN does not reach a predetermined threshold Nlim, performs feedback control for reducing the open side hydraulic PA by a predetermined amount P _FB. This feedback control is repeated every cycle until the gear ratio rotation difference ΔN becomes smaller than the threshold value Nlim.

When the gear ratio rotation difference ΔN becomes smaller than the threshold value Nlim, the sweep-down by the predetermined gradient of the release side hydraulic pressure PA is continued until the release state is reached.
Simultaneously with the control of the release side hydraulic pressure PA, the engagement side hydraulic pressure PB is increased with a predetermined gradient, thereby gradually increasing the engagement side actual hydraulic pressure and gradually increasing the torque capacity of the engagement side frictional engagement element. increase.
JP 09-170654 A JP 2000-145940 A

However, in the technique of Patent Document 1, the target hydraulic pressure P _TA at the start of the inertia phase is calculated according to the input torque for the friction engagement element on the engagement side. The open side torque and the open side oil pressure are calculated based on the engagement side oil pressure and the input torque for the open side frictional engagement element that is controlled and switched from the engagement to the release. Thus, the frictional engagement element is controlled. In this way, since both the engagement side and the release side friction engagement elements are controlled by paying attention to the hydraulic pressure, the characteristics of each friction engagement element are expected when simultaneously controlling the two friction engagement elements. A special formula is required.

  Further, when changing over the frictional engagement elements at the time of shifting of the automatic transmission, not only the inertia phase but also the differential rotation state of each frictional engagement element during If control is performed by paying attention to the distribution state of the transmission torque by both friction engagement elements, it is considered that stable shift control with smoother and no shock can be performed. It is difficult to understand the relationship between the control results of the friction engagement elements on both the open sides, and it is difficult to apply to the control focusing on the differential rotation state and the transmission torque distribution state.

Further, in the technique of Patent Document 2, as described above, when downshifting by switching is performed, if the shift is not sufficiently advanced, the gear ratio rotation difference ΔN is set to a threshold value until the shift is sufficiently advanced. Nlim until than decreases, the open side hydraulic PA performs sweep-down of a predetermined amount P _FB by vacuum to the feedback control while the open side hydraulic PA, in the other hand, have the engagement hydraulic pressure PB is swept up. However, at this time, since the open side frictional engagement element and the engagement side frictional engagement element are controlled by different logics, the total amount of torque transmission capacity and the respective frictional capacities at both frictional engagement elements at that time are controlled. The torque sharing amount of the engaging element is ambiguous. For this reason, the differential rotation control of each frictional engagement element and the torque distribution ratio control at both frictional engagement elements cannot be adjusted separately. Considering the distribution state of the transmission torque by the friction engagement element, it takes a lot of development man-hours to perform the switching control of the friction engagement element.

  In addition, there is a shift in which an intermediate shift stage that is in an intermediate state due to mechanical limitations must be realized once during the shift. That is, when a certain friction engagement element is used to use a plurality of shift speeds such as the first speed and the third speed, for example, and when it is going to shift from the first speed to the third speed, the first When shifting from the third speed to the third speed, the frictional engagement element must be released once, using any gear stage achieved through the frictional engagement element other than the frictional engagement element at the time of release. Unless the transmission is in a power transmission state, the engine load changes suddenly and smooth shifting cannot be performed. In such a case, it is desired that smooth shifting can be performed.

  The present invention has been devised in view of such a problem, and when the friction engagement elements are switched at the time of shifting of the automatic transmission, the differential rotation state of each friction engagement element and the transmission torque by both friction engagement elements are changed. The control focusing on the distribution state can be realized simply, and can be easily applied to various automatic transmissions. Moreover, it is not necessary to realize the intermediate shift stage which becomes an intermediate state due to the limitation on the mechanism during the shift. An object of the present invention is to provide a shift control device and method for an automatic transmission that can perform stable shift control with smoother and less shock even in the case of a shift that should not occur.

In order to achieve the above object, a shift control device for an automatic transmission according to the present invention appropriately engages any of a plurality of friction engagement elements in accordance with a shift speed and appropriately rotates the engine input to an input member. At the time of shifting the shift stage in the automatic transmission that outputs with a shift, the first friction engagement element that was engaged before the shift among the plurality of friction engagement elements is switched from the engagement to the release, and is engaged after the shift. In the shift control device for an automatic transmission, the shift control unit includes a shift control unit that performs switching control for switching the second frictional engagement element from disengagement to engagement, and the shift control unit disengages the first frictional engagement element. As a result, the rotational change that occurs spontaneously and the rotational change that occurs as a result of the shift control are in the same direction, and the intermediate shift occurs due to the limitation on the mechanism during the shift from the shift stage before the shift to the shift stage after the shift. One step At the time of the switching control at the time of performing the specific shift that needs to be realized, the input rotational speed of the second friction engagement element after the shift is estimated, and the second friction engagement is determined based on the target value based on the estimation result. For controlling the rotational speed for controlling the rotational speed of the element, and first, for releasing the first friction engagement element from the engagement, and for realizing the intermediate shift stage among the plurality of friction engagement elements. The third friction engagement element to be used is engaged from the release to realize the intermediate speed, and then the third friction engagement element is released from the engagement while the second friction engagement element is released. The engagement release of the friction engagement element that controls the engagement from the release is performed in parallel (Claim 1).

In accordance with the shift control of the specific shifting the shift control means, through the via variable speed from the pre-shift gear position when performing shift to the post-shift gear position, the power transmission path by the via variable speed is established It is preferable that switching from the pre-shift gear stage to the post-shift gear stage is started on the condition that the fact has been confirmed. In this way, by starting the shift control after the intermediate speed is established, in an automatic transmission that mechanically switches gears, for example, by a synchro mechanism or the like, the mechanical gears can be switched without any trouble. .

  Further, when the first friction engagement element and the second friction engagement element are the same friction engagement element (Claim 3), the first friction engagement element may not be released once. Cannot perform a gear shift, and when the first friction engagement element is released, a smooth gear shift cannot be performed due to a sudden change in engine load unless the transmission is in a power transmission state using some gear. However, by using the third friction engagement element, the transmission can be kept in a power transmission state, and a smooth shift can be performed.

  Further, the shift control of the specific shift by the shift control means includes a preparation phase for setting the intermediate shift stage while controlling the rotation speed of the first friction engagement element, and a gear ratio switching after the preparation phase. An inertia phase for performing inertia correction according to the above, a change phase for executing change control of the first, second, and third friction engagement elements after the inertia phase, and an end to be executed after the change phase It is preferable to have a phase (claim 4). Thereby, it can be implemented by a logic configuration that does not require switching of control, and the shift can be performed smoothly and quickly, and the timing of releasing / fastening the friction engagement elements can be completely synchronized. It becomes possible.

  Further, the shift control means sets a target differential rotation that is a target value of a rotational speed difference between input and output in any one of the first to third friction engagement elements. A target value setting means for estimating an input rotation speed of the second friction engagement element and setting the target differential rotation of the second friction engagement element based on the estimated input rotation speed; The distribution ratio of the individual transmission torque capacity between the total torque capacity calculation means for calculating or estimating the total transmission torque capacity of the automatic transmission required for obtaining the differential rotation and the friction engagement elements to be switched is set. Individual transmission of each friction engagement element based on the distribution ratio setting means, the total transmission torque capacity calculated or estimated by the total torque capacity calculation means, and the distribution ratio set by the distribution ratio setting means Individual transmission torque capacity setting means for setting a torque capacity, and engagement of at least one of the first to third friction engagement elements based on the individual transmission torque capacity set by the individual transmission torque capacity setting means Adjusting means for outputting a hydraulic pressure command value for adjusting the control amount, and each phase includes the target value setting means, the total torque capacity calculating means, the distribution ratio setting means, and the individual transmission torque capacity setting means. , And through the adjusting means (claim 5). As a result, the specific control can be configured as a simple control logic that is not divided into control focused on torque and control focused on rotational speed, and can be smoothly implemented. It is also suitable for completely synchronizing the timing of opening and fastening of the friction engagement elements.

In this case, it is preferable that the distribution ratio setting means sets the distribution ratio according to the progress of the shift control. If it does in this way, in each phase, control of distribution ratio can be performed with the same control logic, and the torque sharing of each friction engagement element can be changed.
Further, it is preferable that the distribution ratio setting means sets the distribution ratio by correcting the structural sharing ratio of the friction engagement elements related to the distribution. Thereby, the setting of the distribution ratio can be optimized.

Further, when converting the torque capacity into a hydraulic pressure command value, it is preferable to use a friction resistance characteristic against differential rotation of the input / output shaft of the target friction engagement element. Thereby, a hydraulic pressure command value can be set easily and reliably.
Further, when the torque capacity is converted into the hydraulic pressure, it is preferable to use the initial engagement hydraulic pressure of the target frictional engagement element. Thereby, the fastening start pressure of the friction engagement element can be corrected. By controlling focusing on the rotational speed rather than the differential rotation, the rotational speed can be reliably managed and controlled.

Further, in the preparation phase, the target value setting means sets a target differential rotational speed that is a target value of a rotational speed difference between the input and output of the first friction engagement element, and the total torque capacity calculating means includes: It is preferable to calculate or estimate the total transmission torque capacity of the automatic transmission required to obtain the target differential rotation. Thereby, the input rotation to the transmission can be adjusted in advance, and the shift can be smoothly performed.

  In the inertia phase, the target value setting means uses the input rotation speed of the second friction engagement element as the output rotation of the third friction engagement element used for realizing the intermediate speed. It is preferable to estimate from the speed ratio realized by the engagement of the third friction engagement element and the speed ratio realized when the post-shift gear stage is used. In this way, by estimating the rotation after the shift from the rotation of the via shift stage, the rotation can be continuously controlled even when the pre-shift stage and the post-shift stage cannot be realized simultaneously.

  Further, the target value setting means is configured to perform the second friction until the intermediate speed stage connected to the third friction engagement element is set in the inertia phase during the specific shift. Preferably, the input rotation speed of the engagement element is estimated from the output rotation speed of the second friction engagement element and the speed ratio after the shift. In this way, the inertia phase and the intermediate shift speed can be realized at the same time by estimating the rotation after the shift by the pre-shift speed until the intermediate speed is realized.

  Further, the target value setting means is a post-shift input rotational speed estimated value of the second friction engagement element and a current input rotational speed of the first friction engagement element in the inertia phase at the specific shift. Is set to a target differential rotational speed that is a target value of the rotational speed difference between the input and output of the second friction engagement element, and the total torque capacity calculation means is configured to output the second friction engagement element. Preferably, the total transmission torque capacity of the automatic transmission is calculated or estimated so that the actual rotational speed difference between the input and output gradually approaches the target differential rotational speed. As a result, the shift can be performed with a simple target value.

  The target value setting means is an inertia phase at the time of the specific gear shift, wherein either the estimated input rotational speed value after the shift of the second friction engagement element or the gear ratio after the shift is determined from the value before the gear shift. A trajectory of the target value up to the value after the shift is created, and the total torque capacity calculating means is configured to cause the actual rotational speed difference between the input and output of the second friction engagement element to follow the target value. It is preferable to calculate the total transmission torque capacity of the automatic transmission. As a result, it is possible to set an arbitrary shift speed and shift time by designating a locus of rotation change.

In the inertia phase at the time of the specific shift, the shift control means is configured such that when the input rotation speed or the input / output differential rotation speed of the second friction engagement element that is the target of rotation control reaches a preset control end threshold value. The inertia phase is preferably terminated (claim 11). As a result, it is possible to accurately determine the end of the inertia control.
In this case, the control end threshold is set to an input rotational speed value that is larger than the input rotational speed after shifting, or the input / output differential rotational speed that is larger on the input side than on the output side during upshifting. In the case of downshifting, set the input rotational speed value smaller than the input rotational speed after shifting, or the input / output differential rotational speed that is smaller on the input side than that on the output side, and set it to the smaller side after rotation Is preferred. As a result, it is possible to handle both upshifts and downshifts with the same control logic.

Further, it is preferable to set the control end threshold value based on the load of the engine connected to the input member or an amount corresponding to the load, and the rotation of the input member, the amount corresponding to the rotation, or the gear ratio. Thereby, an appropriate target value according to the magnitude of the input torque and the magnitude of the rotation can be generated.
In the first change control, the shift control means switches the first friction engagement element from engagement to release and switches the third friction engagement element from release to engagement in the change phase. The differential rotational speed between the post-shift input rotational speed estimated value of the second frictional engagement element that is the target of differential rotational control and the output rotational speed of the second frictional engagement element can be maintained within a predetermined range. Preferred (claim 12). As a result, subsequent processing up to the engagement of the second friction engagement element can be performed without causing a shift shock.

  The switching phase may be started when the inertia phase is completely completed, or may be started while performing the inertia phase control. In the former case, the inertia phase control can be performed when the switching of the torque sharing is completed, and in the latter case, the shift time is reduced by ending the first change while performing the inertia phase control. It can be shortened.

In this case, the switching control of the first friction engagement element and the third friction engagement element in the switching phase has finished shifting to a state in which the total torque capacity is distributed to the third friction engagement element. Sometimes it is preferred to end. Thereby, when the switching of the torque sharing is completely completed, it is possible to shift to the next control.
The shift control means switches the third friction engagement element from engagement to release and releases the second friction engagement element, which is performed following the first change control in the change phase. In the second switching control for switching from engagement to engagement, the post-shift input rotation speed estimated value of the second friction engagement element that is the target of differential rotation control and the output rotation speed of the second friction engagement element It is preferable to keep the difference rotational speed within a predetermined range (claim 13). Thereby, it is possible to perform a shift without causing a shift shock.

In this case, the switching control between the third friction engagement element and the second friction engagement element includes inertia phase control and switching control between the first friction engagement element and the third friction engagement element. It is preferable to start after completion.
As described above, when the inertia phase control is completely completed, by performing switching of the torque sharing, the subsequent switching control can be performed without causing a torque shock.

Preferably, the shift control means completes a mechanical operation for releasing the pre-shift gear stage and a mechanical operation for setting the post-shift gear stage before the start of the second changeover control. Item 14).
In this case, it is preferable to start the switching control between the third friction engagement element and the second friction engagement element after confirming completion of the mechanical operation for setting the post-shift gear stage.

In this way, smooth switching can be performed by performing switching after the release and setting of the shift stage before and after the shift is completed.
The shift control means ends the second switching control when the second switching control has finished shifting to a state in which the total torque capacity is distributed to the second friction engagement element on the engagement side. (Claim 15). As a result, when the switching of the torque sharing is completely completed, the control proceeds to the next control (end phase), and control of each phase can be appropriately performed without causing time waste.

  In the shift control means, in the end phase, the target value setting means sets a target differential rotation speed of the second friction engagement element, and an actual input / output difference of the second friction engagement element. It is preferable to control so that the rotational speed becomes the target differential rotational speed. In this way, in the end phase, the control of the differential rotation is set to the input / output rotation difference of the second friction engagement element, so that the shift can be smoothly ended.

  Furthermore, it is preferable that the transmission control means increase the transmission torque capacity of the second friction engagement element on the engagement side to the maximum capacity in the end phase (claim 17). Thus, by increasing the capacity of the frictional engagement element on the engagement side, a complete engagement state can be achieved, and a shift to a state after completion of the shift can be achieved. Further, each engagement control amount can be set with higher accuracy by correcting the initial engagement hydraulic pressure of the friction engagement element.

  Further, when the input rotation of the friction engagement element is increased when the transmission torque capacity of the friction engagement element to be controlled is decreased, the target value setting means is configured to reduce the input rotation of the friction engagement element. When each of the above-mentioned target differential rotation speeds is set to be higher than the output rotation, and when the transmission torque capacity of the friction engagement element to be controlled is reduced, the input rotation of the friction engagement element decreases. Preferably, each of the target differential rotation speeds is set so that the input rotation of the friction engagement element is lower than the output rotation. Thereby, it becomes possible to cope with any state of power-on / coast depending on how the target value is given without changing the control. In automatic transmissions that change gears mechanically, such as an engagement mechanism with a synchro mechanism, the changeover control (replacement phase) starts after the shift stage after the shift is achieved, and the changeover of the shift stage is smooth. Can be implemented.

The determination as to whether or not the input rotation of the friction engagement element to be controlled is increased is based on the magnitude or sign of the engine load connected to the input member or the amount (throttle opening, engine torque) corresponding to the load. It is preferable to determine by (claim 19). Thereby, the sign of the target differential rotation can be determined in advance from the operating state of the engine.
In the target value setting means, the magnitude (absolute value) of each of the target differential rotation speeds is determined based on the engine load connected to the input member or an amount corresponding to the load (throttle opening, engine torque). And the rotation of the input member or the amount or gear ratio corresponding to the rotation (claim 20). Thereby, an appropriate target value according to the magnitude of the input torque and the magnitude of the rotation can be generated.

  In the shift control means, in the target value setting means, from the output shaft rotation speed of the friction engagement element to be controlled and the target differential rotation speed of the friction engagement element to be controlled, A target input shaft rotation speed that is a target value for the input shaft rotation speed of the friction engagement element is set, and control is performed so that the actual input shaft rotation speed of the friction engagement element to be controlled matches the target input shaft rotation speed. (Claim 21). Thereby, it can set to the target rotation state by controlling by target rotation speed instead of differential rotation speed.

  The shift control means adjusts the engagement control amount of at least one of the first to third friction engagement elements even during steady running without shifting, and during the steady running, the distribution ratio setting means It is preferable to set the distribution ratio so that the friction engagement elements for maintaining the currently required shift speed are mainly used (claim 22). Thereby, it is possible to cope with non-shifting with the same control logic as that during shifting.

The specific shift preferably includes a power-off upshift (claim 23). Thereby, it is possible to cope with a foot-up upshift.
The shift control method for an automatic transmission according to the present invention is an automatic transmission that engages any of a plurality of friction engagement elements in accordance with a shift speed and appropriately shifts and outputs rotation input from an engine to an input member. Of the plurality of friction engagement elements, the first friction engagement element that was engaged before the shift is switched from the engagement to the release, and the second friction engagement element that is to be engaged after the shift is changed. In a shift control method for an automatic transmission having shift control means for performing switching control for switching from disengagement to engagement, it is generated as a result of the rotational change and the shift control that occur spontaneously with the opening of the first friction engagement element. The change in rotation is in the same direction, and during the changeover control when performing a specific shift that needs to temporarily realize the intermediate shift stage from the limitation on the mechanism during the shift, the first change after the shift is performed. Engagement with the control of the rotational speed, initially, the first frictional engagement element which estimates the input rotational speed of the friction engagement elements for controlling the rotational speed of the friction engagement element of the second on the basis of the estimation result While the third frictional engagement element used for realizing the intermediate shift stage among the plurality of frictional engagement elements is engaged from the release to realize the intermediate shift stage, Controlling the disengagement of the frictional engagement element that controls the second frictional engagement element to be engaged from the release while releasing the third frictional engagement element from the engagement. and it is characterized by performing (claim 24).

It is preferable that the first friction engagement element and the second friction engagement element are the same friction engagement element.
Further, the shift control of the specific shift includes a preparation phase for setting the intermediate shift stage while controlling the rotational speed of the first friction engagement element, and an inertia correction for switching the gear ratio after the preparation phase. An inertia phase for performing the switching, a switching phase for performing switching control of the first, second, and third friction engagement elements after the inertia phase, and an end phase for performing the switching control after the switching phase. (Claim 26). Thereby, it can be implemented by a logic configuration that does not require switching of control, and the shift can be performed smoothly and quickly, and the timing of releasing / fastening the friction engagement elements can be completely synchronized. It becomes possible.

According to the shift control device (Claim 1) and the method (Claim 24) of the automatic transmission according to the present invention, the rotational change and the shift control that occur spontaneously with the release of the friction engagement element that has been fastened before the shift. The specific speed change in which the change in rotation that occurs as a result of this is in the same direction and the intermediate speed change stage that is in an intermediate state due to the limitation on the mechanism is required during the speed change from the speed change stage before the speed change to the speed change stage after the speed change. Even when the first and second frictional engagement elements are not engaged, the third frictional engagement element used for realizing the intermediate speed is used during the switching control when performing the switching. The power transmission state can be ensured, and a smooth speed change can be carried out so that the engine load does not change suddenly. In particular, when passing through the intermediate state, the post-shift magnitude of the input rotational speed of the second friction engagement element used after the shift is estimated, and the rotation speed of the second friction engagement element is controlled based on the estimation result. By doing so, the rotation change can be caused first, and the feeling with respect to the shift response can be improved. Further, when the shift speed switching when passing through the intermediate state, and controls the rotational speed of the second frictional engagement element with parallel rows and which, for example, due synchro mechanism, mechanically switching the gear In the automatic transmission, the intermediate speed can be established while controlling the inertia adjustment by the rotational speed control of the second friction engagement element, and the shift time can be shortened.

Hereinafter, embodiments of the present invention will be described with reference to the drawings.
[Configuration of Automatic Transmission Shift Control Common to Each Embodiment]
Before describing each embodiment, first, the principle and basic configuration of change control in shift control of an automatic transmission common to each embodiment will be described with reference to FIGS.
FIG. 2 is a schematic diagram showing a configuration of a general four-speed automatic transmission. As shown in FIG. 2, the automatic transmission is interposed between the input shaft 11 and the output shaft 12 and includes two sets of planetary gears 21 and 22 in series.

  A sun gear (S1) 21S of the first planetary gear 21 is interposed between a casing 13 and a brake (clutch C) 23 as a friction engagement element (hereinafter referred to as a clutch). The rotation is stopped, and a clutch (clutch D) 24 serving as a friction engagement element is interposed between the input shaft 11 and the clutch 24 so as to rotate together with the input shaft 11. Hereinafter, frictional engagement elements such as clutches and brakes are simply referred to as clutches.

  A carrier (C1) 21C that pivotally supports the planetary pinion of the first planetary gear 21 is interposed between the input shaft 11 and a clutch (clutch E) 25. By engagement of the clutch 25, the input shaft 11 And the brake (clutch A) 26 as a clutch is interposed between the casing 13 and the rotation of the second planetary gear 22 with the ring gear (R2) 22R. A clutch (clutch B) 27 is interposed between the ring gear 22R and the ring gear 22R of the second planetary gear 22 when the clutch 27 is engaged.

The ring gear (R1) 21R of the first planetary gear 21 is directly connected to a carrier (C2) 22C that pivotally supports the planetary pinion of the second planetary gear 22.
On the other hand, the sun gear (S2) 22S of the second planetary gear 22 is directly connected to the input shaft 11. The carrier 22 </ b> C that pivotally supports the planetary pinion of the second planetary gear 22 is directly connected to the ring gear 21 </ b> R of the first planetary gear 21 and directly connected to the output shaft 12. Further, the ring gear 22R of the second planetary gear 22 is connected to the carrier 21C of the first planetary gear 21 via the clutch 27 as described above.

For example, when realizing a gear ratio corresponding to the first speed, as shown in FIG. 3, the clutch 26 and the clutch 27 are engaged, and the other clutches are opened. Similarly, when realizing a gear ratio corresponding to the second speed, as shown in FIG. 4, the clutch 27 and the clutch 23 are engaged, and the other clutches are opened.
Therefore, when shifting from the first speed to the second speed (switching the gear stage), the clutch 23 in the released state is engaged while the clutch 26 in the engaged state is released while the clutch 27 remains engaged. It will be.

  In order to further simplify this switching, when the configuration of the transmission is simplified to the utmost limit, as shown in FIG. 5, a clutch 33 connected in series to a gear train 31 having a certain gear ratio (for example, first gear), A clutch 34 connected in series to a gear train 32 of another speed ratio (for example, second gear) is connected in parallel to each other, one of the engagement elements of the clutches 33 and 34 is connected to the input shaft side, and the other is a gear train. It can be considered that the motor is connected to the output shaft 36 via 31 and 32, the final gear 37, and the like.

The above-described shift from the first speed to the second speed is such that in the two-speed transmission shown in FIG. 5, the clutch 33 that is currently released is engaged while the clutch 33 that is currently engaged is released. I think that it is equivalent to doing.
From the viewpoint of differential rotation control of the clutches 33 and 34 when the clutches 33 and 34 are switched, the engagement capacities Tc1 and Tc2 of the two clutches are determined with respect to the input torque Tin and the input rotation ωin. Since the differential rotation of one of the clutches is controlled by controlling, only the clutch portion is extracted from this two-speed transmission, and as shown in FIG. This can be replaced with rotation control.

  Therefore, as a schematic configuration of the shift control device of the automatic transmission according to each embodiment, as shown in FIG. 1, functional elements (rotation of the rotation speed or differential rotation control) of the clutch are arranged in the preceding stage. Consider a configuration in which control is performed with a speed or differential rotation feedback control unit) B7 and a functional element (clutch capacity distribution unit) B9 for clutch distribution ratio control in the subsequent stage. With this configuration, the open-side clutch 1 and the engagement-side clutch (hereinafter referred to as the input-shaft rotation speed) or the differential rotation between the input and output of the release-side clutch (hereinafter referred to as clutch 1) are within a predetermined range. , Clutch 2) and controlling the total torque capacity of the two clutches, and changing the distribution ratio when distributing the total torque capacity to the two clutches, while performing differential rotation control of the clutch, Torque sharing replacement control is realized. Finally, the transmission torque capacity of the open side clutch 1 is converted into control pressure in the conversion unit B11, and the transmission torque capacity of the engagement side clutch 2 is converted into control pressure in the conversion unit B12 to execute the control command. Will do.

By configuring the control in this way, it is possible to separate the control of the differential rotation of the clutch and the control of the torque distribution ratio and finally generate and control a control amount that integrates them. Therefore, it becomes easy to adapt the switching control of various automatic transmissions.
Using such a control system, the rotation of the input shaft (input member) 11 of the transmission is a rotation that occurs spontaneously with the release of the disengagement clutch 1 that is fastened before the shift and opens with the shift. Consider a case where a shift is performed such that the change and the rotation change resulting from the shift control are in the same direction.

  The rotational change that occurs spontaneously with the release of the release-side clutch 1 means that when the accelerator opening is increased and the engine output is increased, the engine speed (that is, the input) Since the rotational speed of the shaft 11 increases, the rotational change that occurs spontaneously with the disengagement of the disengagement side clutch 1 in this case is an increase in the rotational speed. Further, when the engine output is reduced by reducing the accelerator opening, the engine speed (the rotational speed of the input shaft 11) decreases as the release clutch 1 is released. The rotational change that occurs spontaneously with the opening of 1 is a decrease in the rotational speed.

  In addition, the rotational change resulting from the shift control is that when the upshift is performed, the engine speed (that is, the rotational speed of the input shaft 11) decreases as a result of the shift. The rotational change that occurs is a decrease in the rotational speed. Further, at the time of downshift, the engine speed (that is, the rotational speed of the input shaft 11) increases as a result of the shift, and therefore the rotational change that occurs spontaneously with the release of the disengagement side clutch 1 in this case is It is a rise.

Therefore, the shift in which the rotational change of the input shaft 11 spontaneously caused by the release of the release-side clutch 1 and the rotational change of the input shaft 11 generated as a result of the shift control are in the same direction is a decrease caused by depression of the accelerator. This corresponds to a shift (kick down) or an up shift (coast up) by accelerator return.
Under such circumstances, first, the speed of the input shaft rotation is changed from the rotation speed created by the gear ratio before shifting to the rotation speed created by the gear ratio after shifting, and then the clutch is switched. Will be performed.

Incidentally, as a development of the two-speed transmission shown in FIG. 5, there is a two-shaft type six-speed automatic transmission shown in FIG. In each of the following embodiments, the case of shifting with respect to such a two-shaft type 6-speed automatic transmission will be described.
As shown in FIG. 7, the automatic transmission includes an input shaft 51, a first clutch (clutch 1) 52 and a second clutch (clutch 2) 53 each having an input side member coupled to the input shaft 51. A transmission gear mechanism 60A interposed between the output shaft 54, the first clutch 52 and the output shaft 54, a transmission gear mechanism 60B interposed between the second clutch 53 and the output shaft 54, It is configured with.

  The transmission gear mechanism 60A includes an input side shaft (input shaft 1) 55A, an output side shaft (output shaft 1) 56A, and gears 61a and 61b interposed between the input side shaft 55A and the output side shaft 56A. , A first-speed gear set (gear train 1) 61 consisting of an engagement mechanism with synchro mechanism (hereinafter simply referred to as synchro) 61c (gear train 1) 61, gears 63a, 63b, and a third-speed gear set (gear train) consisting of an engagement mechanism 63c with a synchro mechanism 3) A 5-speed gear set (gear train 5) 65 including 63, gears 65a and 65b, and an engagement mechanism 65c with a synchro mechanism is provided.

  The transmission gear mechanism 60B includes gears 62a and 62b interposed between the input side shaft (input shaft 1) 55B, the output side shaft (output shaft 1) 56B, and the input side shaft 55B and the output side shaft 56B. , Second-speed gear set (gear train 2) 62 composed of an engagement mechanism 62c with a synchro mechanism, gears 64a and 64b, third-speed gear set (gear train 4) 64 composed of an engagement mechanism 64c with a synchro mechanism, and gears 66a and 66b , A 5-speed gear set (gear train 6) 66 comprising an engagement mechanism 66c with a synchro mechanism is provided.

Each of the gear sets 61 to 66 has a different gear ratio r1 to r6.
A gear 57a is fixed to the output end portion of the output side shaft 56A so that it can mesh with the gear 54a of the output shaft 54 so that power can be transmitted from the output side shaft 56A to the output shaft 54. A gear 57b is fixed to the output end of the output shaft 54. The gear 57b meshes with the gear 54a of the output shaft 54 so that power can be transmitted from the output side shaft 56B to the output shaft 54.

  In order to achieve the first, third, and fifth gears, only the engagement mechanism 61c, 63c, or 65c of the transmission gear set to be achieved is engaged, the first clutch 52 is engaged, and the second clutch is engaged. 53 is released. In order to achieve the second, fourth, and sixth gears, only the engagement mechanism 62c or 64c or 66c of the transmission gear set to be achieved is engaged, the second clutch 53 is engaged, and the first clutch 52 is opened.

  Therefore, for example, assuming a downshift from 6th speed to 5th speed, the 6th speed achieved state, that is, the second clutch 53 is engaged and the first clutch 52 is released, and the 2nd speed gear set 62, 4th speed From the state where only the clutch 26 of the sixth speed gear set 66 is engaged and the clutches 22 and 24 of the other gear stages are disengaged from among the gear sets 64 and 66, the first speed achieved state, that is, the first Engage the clutch 52 and release the second clutch 53 to engage only the clutch 25 of the fifth gear set 65 out of the first gear set 61, the third gear set 63, and the fifth gear set 65, It changes to the state which opened the clutches 21 and 23 of the gear stage.

  Accordingly, in this case, the second speed gear set 62, the fourth speed gear set 64, and the sixth speed gear set 66 are switched together with the switching control for switching the second clutch 53 from engagement to release and from the first clutch 52 to release. From the state where only the clutch 26 of the 6-speed gear set 66 is engaged, the state where only the clutch 25 of the 5-speed gear set 65 is engaged among the 1-speed gear set 61, the 3-speed gear set 63, and the 5-speed gear set 65. (This is also referred to as a mechanical operation other than the opening / closing of the clutch).

In other words, when only one shift speed is to be changed, the switching control may be performed between the first clutch 52 and the second clutch 53.
However, in the case of a downshift by depressing the accelerator, for example, a downshift may occur by jumping from 6th speed to 4th speed, 5th speed to 3rd speed, 4th speed to 2nd speed, etc. The upshift may occur by jumping from 3rd speed, 2nd speed to 4th speed, 3rd speed to 5th speed, etc.

  In the case of such an interlaced downshift or interlaced upshift, the gear set is connected to the output side shafts 56A and 56B among a plurality of gear sets connected to only one of the first clutch 52 and the second clutch 53. It is necessary to switch the clutch to be engaged. For example, in the case of downshifting from 6th gear to 4th gear, the 4th gear from the state in which only the clutch 26 of the 6th gear set 66 among the 2nd gear set 62, 4th gear set 64, 6th gear set 66 is engaged. Only the clutch 64 of the set 64 must be switched to the engaged state.

  Since such switching cannot be performed with these gear sets in the power transmission state, the second clutch 53 must be temporarily released only during this switching. However, if the second clutch 53 is released, the connection between the engine that is the power source and the drive wheels is temporarily cut off during the shift control, and the torque transmission is cut off. There is concern about the deterioration of sex.

  In other words, when the accelerator is depressed, the engine load is lost or drastically reduced, which may cause a sudden increase in the engine speed (speed) and a feeling of idling. The number (speed) may change (decrease or increase) and may cause a feeling of flying. Such a change in the engine speed causes a shift shock and must be avoided.

Therefore, at the time of shift like this jump shift, during the shift to the post-shift gear position from the pre-shift gear position, be controlled via shift speed an intermediate state (e.g., 5-speed) once so that representing actual It is valid. In this case, the intermediate speed is preferably a speed stage between the pre-shift speed stage and the post-shift speed stage. In the case of a downshift from 6th speed to 4th speed, the pre-shift speed stage is 6th speed, the post-shift speed stage is 4th speed, and the intermediate speed stage is 5th speed.

  Therefore, when performing a shift (this is referred to as a specific shift) in which it is necessary to temporarily realize an intermediate shift stage that is in an intermediate state due to mechanical limitations during the shift from the shift stage before the shift to the shift stage after the shift. Is temporarily switched (first switching) between the clutch related to the power transmission by the pre-shift gear stage and the clutch related to the power transmission by the intermediate shift stage, and after the first switching, Switching to a post-shift gear (when downshifting from 6th to 4th gear, only the clutch 26 of the 6th gear set 66 is engaged, and only the clutch 24 of the 4th gear set 64 is engaged) Then, a change (second change) is performed between the clutch related to the power transmission by the intermediate speed and the clutch related to the power transmission by the post-shift speed. In addition, before the first change, a state where the intermediate speed can be used is set in advance (in the case of downshifting from 6th gear to 4th gear, only the clutch 25 of the 5th gear set 65 is engaged). .

  In the case of the two-shaft 6-speed automatic transmission shown in FIG. 7, a clutch (friction engagement element) related to power transmission by the shift stage before shifting, and a clutch (friction engagement element) related to power transmission by the shift stage after shifting. Are the same clutches (friction engagement elements), but such a shift that needs to be temporarily realized is not limited to this, and a clutch related to power transmission by a shift stage before shift and a shift after shift The present invention can also be applied to a case where the clutch is different from the clutch related to power transmission by the stage.

  In the present invention, in consideration of this point, the clutch related to the power transmission by the pre-shift gear stage is the first friction engagement element, and the clutch related to the power transmission by the post-shift gear stage is the second friction engagement element. In the following embodiment, the clutch as the first friction engagement element and the clutch as the second friction engagement element are: The same clutch.

  In any case, in the case of such a specific shift, the clutch changeover is repeated substantially twice, so there is a concern that the responsiveness may deteriorate. In particular, in a shift by an accelerator operation, that is, a downshift by depressing the accelerator, the driver's request for responsiveness is more severe than in a shift without an accelerator operation. is important.

[First Embodiment]
8 to 15 show a shift control apparatus and method for an automatic transmission according to the first embodiment of the present invention. The automatic transmission targeted in this embodiment is the two-shaft type 6-speed automatic transmission shown in FIG. 7 described above.
(Functional configuration related to shift control)
In the present embodiment, the shift control according to the present invention is changed from the limitation on the mechanism to the intermediate state during the shift from the shift stage before the shift to the shift stage after the shift, such as the interlaced shift in the automatic transmission as described above. There is a specific speed change that needs to be realized once, and a change in rotation of the input shaft 51 that spontaneously occurs when the clutch to be released is released and a change in rotation of the input shaft 51 that occurs as a result of the shift control. This is applied when shifting in the same direction.

  The speed change control device according to the present embodiment also includes the basic configuration shown in FIG. 1 described above, and this control focuses on the control phase, and the change phase for performing the change control described as the basic configuration of the speed change described above. (Also referred to as “third control”), the speed of the input shaft rotation is changed from the rotation speed equivalent to the speed ratio before the shift while adjusting the inertia of the rotating portion in the previous stage of the switching phase. After the inertia phase (also referred to as the second control), the preparation phase for preparing the shift before the inertia phase (also referred to as the first control), the control phase is changed after the change phase. An end phase (also referred to as fourth control) for reaching the end.

From such a viewpoint, as shown in FIG. 8, the control function (shift control means) 10 according to the present control device includes a target value setting means 10A, a total torque capacity calculation means 10B, a distribution ratio setting means 10C, Individual torque capacity calculation means 10D and adjustment means 10E are provided. These are provided as functional elements in a transmission ECU (electronic control unit).
The target value setting means 10A is a target value for the difference between the input side rotational speed and the output side rotational speed (input / output differential rotation) of the disengagement side clutch used before the gear shift, as the target value before the gear shift. An input shaft of an engagement-side clutch (here, the same clutch as the above-mentioned disengagement side clutch) used after setting the gear position is set as a target value after the gear position is changed by setting one target speed difference (also referred to as target speed difference 1). A second target differential rotation speed (also referred to as target differential rotation 2), which is a target value of the difference between the rotational speed and the output side rotational speed (input / output differential rotation), is set.

  That is, for the first target differential rotation speed, the first target differential rotation speed is set so that the input-side rotational speed is higher than the output-side rotational speed at the time of shifting in response to the acceleration command of the engine. By applying slip to the clutch, the engine rotational speed (input-side rotational speed) is increased to bring the actual differential rotation of the control target clutch closer to the first target differential rotational speed. Further, at the time of shifting with respect to the engine deceleration command, the first target differential rotation speed is set so that the input side rotation is lower than the output side rotation, and slipping is applied to the release side clutch, so that the engine rotation speed is increased. The (input-side rotation speed) is decreased to bring the actual differential rotation of the control target clutch closer to the first target differential rotation speed.

  Also, with respect to the second target differential rotation speed, at the time of shifting with respect to the acceleration command of the engine, the second target differential rotation speed is set so that the input side rotation is the output side rotation (the rotation corresponding to the output rotation speed created by the speed ratio after the shift). The speed is set higher than the speed), and torque transmission from the input side to the output side is promoted in the engagement process of the engagement side clutch to promote the increase of the output torque. Also, at the time of shifting in response to the engine deceleration command, the second target differential rotation speed is set lower at the input side rotation than at the output side rotation (rotation speed corresponding to the output rotation speed created by the speed ratio after the shift). The torque transmission from the output side to the input side is promoted in the engagement process of the engagement side clutch, and the reduction of the output torque is promoted.

  For example, the total torque capacity calculation means 10B calculates the total transmission torque capacity from parameter values according to the engine load such as the throttle opening and the accelerator opening so that the rotation state of the clutch to be controlled becomes a target value. Therefore, for example, in the switching phase (third control), if the total transmission torque capacity itself transmitted by each clutch corresponds to the engine load, control is performed so that this total transmission torque capacity is transmitted by the transmission. Thus, the input shaft rotation speed can be maintained in a constant state. If the total transmission torque capacity is small with respect to the engine load, the engine rotation speed (that is, the input shaft rotation speed) increases. If the total transmission torque capacity is large with respect to the engine load, the engine rotation speed (that is, the input speed). (Shaft rotation speed) decreases.

  The distribution ratio setting means 10C sets the share ratio of the open side clutch and the engagement side clutch with respect to the total transmission torque capacity. Here, at the time of the first changeover control, the disengagement side clutch is a clutch that was engaged before the shift, and the engagement side clutch is a clutch that is engaged when the intermediate speed stage used for the intermediate state during the shift is used. . Further, during the second switching control, the disengagement side clutch is a clutch that is engaged when the intermediate speed stage used in the intermediate state during the shift is used, and the engagement side clutch is the clutch that is engaged after the shift (which is engaged before the shift). Same as the clutch). In the following description, description will be given focusing on the distribution ratio of clutches that are engaged when the intermediate speed is used (hereinafter referred to as the intermediate speed use clutch).

  In the preparation phase and the inertia phase, the distribution ratio setting means 10C sets the distribution ratio of the open side clutch to 1 (the distribution ratio of the intermediate speed stage clutch is 0) so that all the total transmission torque capacity is borne by the open side clutch. And Further, in the first change control in the change phase, each distribution ratio is set so that the distribution ratio of the disengagement side clutch gradually decreases from 1 to 0 and the distribution ratio of the intermediate speed use clutch gradually increases from 0 to 1. In the second change control in the change phase, the distribution ratios are set so that the distribution ratio of the intermediate speed shift clutch is gradually decreased from 1 to 0 and the distribution ratio of the engagement side clutch is gradually increased from 0 to 1. Further, during the period between the first change and the second change, the distribution ratio of the relays using the intermediate speed is set to 1. In the end phase, the distribution ratio setting means 10C sets the distribution ratio of the engagement side clutch to 1 (the distribution ratio of the intermediate speed stage use clutch is 0) so that the entire transmission torque capacity is borne by the engagement side clutch. To do.

  In the individual torque capacity calculation means 10, the release side clutch and the engagement side are determined from the total torque capacity calculated by the total torque capacity calculation means 10B and the distribution ratios of the release side clutch and the engagement side clutch set by the distribution ratio setting means 10C. Set each torque capacity (individual torque capacity) of the side clutch. That is, the individual torque capacity of the open side clutch is obtained by multiplying the distribution ratio of the total torque capacity and the release side clutch, and the individual torque of the engagement side clutch is obtained by multiplying the total torque capacity and the distribution ratio of the engagement side clutch. Torque capacity is obtained.

  The adjusting means 10E adjusts the engagement control amounts of the disengagement side clutch and the engagement side clutch based on the transmission torque capacity set by the individual torque capacity calculation means 10. Since the individual torque capacity of each clutch and the engagement control amount of the clutch have a corresponding relationship that can be recognized in advance, the engagement control amount of the clutch can be set and controlled from the individual torque capacity.

(Time chart)
The shift control means 10 performs control of each phase using each of the functions 10A to 10E. Hereinafter, the control of each phase will be described in accordance with a specific example using a time chart (time-series operation schematic diagram) at the time of a step-down downshift performed through the intermediate speed in FIG. FIG. 9 shows a case where a shift is made from the gear train 5 to the gear train 3 via the gear train 4. At this time, the release side clutch and the engagement side clutch refer to the clutch 1 connected to the gear train 3 and the gear train 5, and the intermediate speed use clutch refers to the clutch 2 connected to the gear train 4. . Therefore, in the first speed change (first change), the clutch 1 that is the open side clutch is released and the clutch 2 that is the intermediate speed stage use clutch is engaged, and the second speed change (second change). Then, the clutch 1 that is the engagement side clutch is engaged, and the clutch 2 that is the intermediate speed use clutch is opened.

  As shown in FIG. 9, first, in the preparation phase, the clutch 1 is controlled, and the target differential rotation 1 is set so that the input rotational speed of the clutch 1 is higher than the output rotational speed by a predetermined amount when the pre-shift gear stage is used. (First target differential rotation speed) is set and maintained. During this time, the intermediate speed is realized by the other shaft (the shafts 55B and 56B applied to the clutch 2). In this example, the clutch 24 (reference numeral 64c) is turned on (engaged). At this time, the clutch 22 (reference numeral 62c) and the clutch 26 (reference numeral 66c) in parallel with the clutch 24 (reference numeral 64c) are turned off (opened).

  In the subsequent inertia phase, the target of the differential rotation control of the input / output shaft is changed from the target differential rotation 1 of the clutch 1 as the disengagement side clutch to the target differential rotation 2 (second target differential rotation speed) of the clutch 1 as the engagement side clutch. ) And asymptotically approach this. The target differential rotation 2 is set so that the input side rotational speed of the clutch 1 is higher than the output side rotational speed by a predetermined amount when the post-shift gear stage is used. In the case of the target differential rotation 2, it is necessary to estimate the post-shift rotation of the clutch 1.

  There are two methods for estimating the rotation after shifting, from the output-side rotation of the clutch 1 and from the output-side rotation of the clutch 2. The output-side rotation of the clutch 1 is performed from the middle gear train 5 to the gear train 3 Since the rotation measurement becomes impossible in the change to, after the clutch 24 (reference numeral 64c) is turned on and the gear train 4 is connected to the output shaft, there is a method for estimating the post-shift rotation by the clutch 2. Excellent in minimizing control switching.

  In addition, as shown by a two-dot chain line in FIG. 9, the transition from the target differential rotation 1 to the target differential rotation 2 in the inertia phase is a rotation corresponding to the target differential rotation 1 before the shift with respect to the rotation of the input shaft. The target rotation during the inertia phase that smoothly connects the state to the rotation state corresponding to the target differential rotation 2 after the shift is generated, and the rotation is performed even if the actual rotation of the input shaft is controlled to follow the target rotation during the inertia phase. Good.

  In the subsequent change phase, while maintaining the target differential rotation 2, the distribution ratio to the two clutches is controlled to release the engaged clutch 1 and engage the released clutch 2 (first). Control). Thereafter, the gear train connected to the output shaft is switched from the gear train 5 to the gear train 3 in the shafts 55A and 56A applied to the clutch 1 in the released state while the clutch 2 is kept engaged. In this example, the clutch 15 (reference numeral 65c) is turned off (released), and the clutch 13 (reference numeral 63c) is turned on (engaged). At this time, the clutch 11 (reference numeral 61c) in parallel with these remains OFF (opened). In this case, the clutch 15 is turned off, and then the clutch 13 is turned on. Normally, when these gear trains are simultaneously inserted, an interlock is generated. Therefore, after confirming that one of the gear trains is opened, the other must be fastened. During this time, the target rotation 2 is maintained by the clutch 2.

Subsequently, after it is confirmed that the gear train 3 is connected to the output shaft, the distribution ratio to the two clutches is controlled while the target differential rotation 2 is maintained, the clutch 1 is engaged, and the clutch 2 Is controlled to open (second change).
Finally, in the end phase, the total torque capacity is gradually increased, the clutch 1 is completely engaged, and the shift control is finished.
With the above control, it is possible to perform gear change by continuously performing the two-time switching while completing the inertia phase only once.

(flowchart)
Next, the shift control according to the present embodiment will be described in more detail using the flowcharts of FIGS.

FIG. 10 is a main flowchart according to this shift control.
As shown in FIG. 10, it is determined in step S1 whether the shift control is being performed. If it is determined that the gear is being changed, it is then determined in step S2 whether or not it is a preparation phase. When it is determined that it is the preparation phase, a preparation phase process is performed in step S3. Details of the preparation phase process will be described later with reference to FIG.

If it is determined in step S2 that it is not the preparation phase, it is determined in step S4 whether or not it is the inertia phase. If it is determined that the phase is an inertia phase, an inertia phase process is performed in step S5. Details of the inertia phase process will be described later with reference to FIG.
If it is determined in step S4 that the phase is not the switching phase, it is determined in step S6 whether the phase is the switching phase. When it is determined that the phase is the change phase, a change phase process is performed in step S7. Details of the change phase process will be described later with reference to FIG.

If it is determined in step S6 that the phase is not the replacement phase, it is determined in step S8 whether the phase is the end phase. If it is determined that the current phase is the end phase, end phase processing is performed in step S9. Details of the end phase processing will be described later with reference to FIG.
If it is determined in step S8 that it is not the end phase, the shift control is ended in step S10.

In the above control for each phase, the details will be described later, but the target value (that is, the target differential rotation speed of the controlled clutch) and the actual differential rotation speed of the controlled clutch (that is, the clutch 1 input rotation). And the torque distribution ratio).
Therefore, after the control for each phase is completed, in step S11, feedback control is performed by comparing the target differential rotation speed and the actual differential rotation speed of the clutch to be controlled, and the total torque capacity is set based on the result. That is, if the actual differential rotation speed is larger than the target differential rotation speed, the total torque capacity is increased by a predetermined amount to decrease the input rotation. On the contrary, if the actual differential rotation speed is smaller than the target differential rotation speed, the total torque capacity is decreased by a predetermined amount to increase the input rotation. Each predetermined amount in this case may be a constant value, or may be a variable value corresponding to the difference between the actual rotational speed and the target rotational speed.

Subsequently, in step S12, the product of the total torque capacity and the distribution ratio to the open side clutch is set as the basic value of the open side clutch capacity (the open side clutch capacity basic value), and the total torque capacity and the open side clutch capacity basic value are set. Is defined as the basic clutch capacity value (engagement-side clutch capacity basic value).
If it is determined in step S1 that the shift control is not being performed, the torque capacity of each of the clutches on the disengagement side and the engagement side is determined in step S13, respectively, Set to the torque capacity basic value of the clutch on the engagement side during non-shifting.

  With respect to the basic torque capacity value obtained as described above, in step S14, the values obtained by correcting the share of the clutch at each gear position according to the structure of the transmission are obtained as the final release side clutch capacity and engagement side clutch capacity. And Here, the sharing ratio of the clutch at each shift speed depending on the structure of the transmission is set as a correction coefficient and multiplied by each torque capacity basic value. However, even if the correction amount corresponding to the sharing ratio is added or subtracted, good.

  However, in the case of a so-called twin clutch type transmission such as the two-shaft type 6-speed automatic transmission shown in FIG. In either case, the transmission is assumed to be transmitted at 100%. Thus, in the case of a transmission having a configuration in which both the release-side clutch capacity and the engagement-side clutch capacity are always 1 and the sharing ratio is always 1, Correction according to the rate is unnecessary, and this step is unnecessary. For example, a transmission that is configured to simultaneously engage a plurality of clutches when a certain gear position is achieved requires correction according to the sharing ratio. For example, in the case of a general stepped AT (stepped automatic transmission) equipped with a planetary gear mechanism as shown in FIGS. 2 to 4, a plurality of clutches (including brakes) are simultaneously engaged depending on the shift speed. Thus, when the vehicle travels at a speed that can be achieved by simultaneously engaging a plurality of clutches (for example, clutches X and Y), the sharing ratio α of the clutch X and the clutch Y If the engagement capacity of each clutch is determined so that the sum (= α + β) with the sharing ratio β is 1, the input torque can be transmitted 100%, and a correction according to the clutch sharing ratio is required. It is.

Finally, in step S15, the torque capacity of the release side and engagement side clutches is converted into the release side clutch command hydraulic pressure and the engagement side clutch command hydraulic pressure based on the capacity-hydraulic characteristics of the respective clutches. Command.
This control is performed by repeating the above processing at a predetermined control cycle.
Next, each phase will be described.

Figure 11 is a flow chart showing the preparation phase process of the present embodiment.
As shown in FIG. 11, in the preparation phase, first, in step S16, the target value for differential rotation control is set to the control target value before shifting. Subsequently, in step S17, the difference between the clutch 1 input rotation speed and the clutch 1 output rotation speed is calculated as the control differential rotation (actual differential rotation speed of the clutch to be controlled). This controlled differential rotation is used in step S11 to determine the total clutch capacity.

Subsequently, in step S18, the distribution ratio (distribution ratio of the intermediate gear used clutch) is fixed to zero. In step S19, a gear train to be used as the intermediate speed in the current shift is selected, and in step S20, the intermediate speed is engaged, and the intermediate speed is established.
Thereafter, in step S21, the preparation phase end determination threshold value is compared with the current differential rotation speed of the clutch to be controlled, and in step S22, it is determined whether or not the intermediate speed is completed. In step S21, the current rotational speed difference of the control target clutch is larger than the preparation phase end determination threshold (that is, the control target clutch is in a sufficient differential speed state), and the engagement of the intermediate speed is completed. If it is determined that it is, the preparation phase is terminated in step S23, and the transition process to the inertia phase is performed.

Figure 12 is a flow chart showing the inertia phase process of the present embodiment.
As shown in FIG. 12, in the inertia phase, first, in step S24, the target value for differential rotation control is set to the post-shift control target value. At the same time, the distribution ratio is fixed to 0 in step S25. Subsequently, in step S26, a post-shift input rotation estimated value is calculated from the intermediate gear shift clutch output-side rotation speed, the intermediate shift gear ratio, and the post-shift gear ratio. Further, in step S27, the difference between the post-shift input rotation estimated value and the clutch 1 rotation speed is set as the control differential rotation (actual differential rotation speed of the control target clutch).

Thereafter, in step S28, the inertia phase end determination threshold value is compared with the current differential rotation speed, and if the current differential rotation is smaller than the inertia phase end determination threshold value (that is, the input rotation changes and the difference between the control target clutches). If the rotation is sufficiently small), the inertia phase is terminated in step S29, and the transition process to the replacement phase is performed.
Figure 13 is a flow chart showing the changeover phase process of the present embodiment.

  As shown in FIG. 13, in the change phase, first, in step S30, the target value of the differential rotation tree is set to the post-shift control target value. Subsequently, in step S31, a post-shift input rotation estimated value is calculated from the via-shift-stage-side clutch output-side rotation speed, the transit-shift stage gear ratio, and the post-shift stage gear ratio. In step S32, the difference between the post-shift input rotation estimation value and the clutch 1 rotation speed is set as the control differential rotation (actual differential rotation speed of the control target clutch).

  Subsequently, in step S33, it is determined whether or not the first change control. If it is determined that it is the first change control, in step S34, the distribution ratio is gradually increased at a predetermined change rate. Thereafter, in step S35, the distribution ratio is compared with 1, and if it is determined that the distribution ratio is 1 or more, a transition process for ending the first switching control is performed in step S36.

  Thereby, in the next control cycle, it is determined in step S33 that it is not the first change control, and in step S37, it is determined whether or not the gear position switching process is being performed. If it is determined that the speed change process is being performed, it is determined in step S38 whether or not the pre-shift speed is released. If it is determined that the pre-shift gear stage has not been released, an operation for releasing the pre-shift gear stage is performed in step S39. Thereafter, in step S40, it is determined whether or not the pre-shift gear stage has been released, and if released, a switching process to the post-shift gear stage fastening operation is performed in step S41.

On the other hand, when it is determined in step S38 that the pre-shift gear stage has been released, the post-shift gear stage is engaged in step S42. Thereafter, in step S43, it is determined whether or not the post-shift gear stage has been engaged, and if it is engaged, a transition process to the second change is performed in step S43.
As a result, in the next control cycle, it is determined in step S37 that has proceeded through step S33 that the gear change process is not being performed, and in step S45, the distribution ratio is gradually decreased at a predetermined change rate. Thereafter, the distribution ratio is compared with 0 in step S46, and when it is determined that the distribution ratio is 0 or less, the replacement tree is terminated in step S47, and a transition process to the end phase is performed.

Figure 14 is a flow chart showing the changeover phase process of the present embodiment.
As shown in FIG. 14, in the change phase, first, in step S48, the target value for differential rotation control is set as the end control target value. Subsequently, in step S49, the difference between the clutch 1 input rotation speed and the clutch 1 output rotation speed is obtained as the control differential rotation (actual differential rotation speed of the control target clutch). Next, in step S50, the distribution ratio is fixed to zero. Thereafter, in step S51, if the elapse of a predetermined time is confirmed by a timer, and if the total torque capacity has reached the shift control end threshold value (clutch 1 is completely engaged) in step S52. In step S53, the shift control is terminated, and a shift process to the non-shift control is performed.

(Block Diagram)
Next, the configuration of the control function of this embodiment for realizing the above-described control will be described.
FIG. 15 is a block diagram showing the configuration of the control function of this embodiment.
As shown in FIG. 15, first, an input signal processing unit B1 processes an input signal.
The shift center calculation unit B2 receives the vehicle speed signal and the accelerator operation amount signal from the input signal calculation unit B1, and generates a shift pattern by comparison with the shift map. This shift pattern includes a non-shift state.

The shift schedule control unit B3 monitors the shift pattern, the clutch rotation to be controlled, the torque capacity distribution ratio of the clutch, and the gear selection confirmation flag, thereby judging the progress of the control and determining the shift control phase. Generate.
The control target rotation selection unit B4 selects a clutch to be controlled in accordance with each shift control from the shift pattern and the shift phase, and generates a control target clutch rotation from the rotation signal.

  The target difference rotation calculation unit B5 corresponds to the target value setting means 10A, and generates a target difference rotation speed in accordance with each shift control state from the shift phase and the clutch to be controlled. At this time, when the sign of the input shaft torque is positive, the target differential rotation is set so that the input rotation of the clutch to be controlled is larger than the output rotation, and when the sign of the input shaft torque is negative, the control is performed. The target differential rotation is set so that the input rotation of the target clutch is smaller than the output rotation.

Distribution ratio calculation unit B6 corresponds to distribution ratio setting unit 10C, the shift control flow E over's, according to each shift control, to generate the torque capacity distribution ratio of the clutch.
The differential rotation F / B control unit B7 performs feedback control on the target differential rotation using the actual differential rotation speed and the target differential rotation speed of the clutch to be controlled, and generates an F / B correction amount.
The calculation unit B8 corresponds to the total torque capacity calculation means 10B, takes the sum of the F / B correction and the input shaft torque corresponding to the open control, and generates the torque capacity (total torque capacity) of the total clutch. .

The torque capacity distribution unit B9 corresponds to the individual transmission torque capacity setting means 10D, and the generated total torque capacity is distributed to each clutch by the torque capacity distribution unit B9 of the clutch to be controlled. Is generated. That is, the total torque capacity is multiplied by the torque capacity distribution ratio of each clutch to set the individual transmission torque capacity of that clutch.
Finally, out of the clutch 1 capacity and the clutch 2 capacity that are the individual transmission torque capacity of each clutch, the clutch 1 capacity is changed to the clutch 1 control command pressure in the clutch 1 capacity → pressure conversion unit B10, and the clutch 2 capacity is set to the clutch 2 In the capacity-to-pressure converter B11, the pressure is converted into the clutch 2 control command pressure. The clutch 1 capacity → pressure converting unit B10 and the clutch 2 capacity → pressure converting unit B11 correspond to the adjusting means 10E that outputs a hydraulic pressure command value for adjusting the engagement control amount of each clutch.

  The gear selection command section B12 commands ON / OFF (engagement / release) for the gear train to be selected in accordance with the timing at that time from the shift pattern and the shift control phase. The clutch pressure command sections B13 to B18 are used to fasten each gear train to the output shaft, and receive an operation command from the gear selection command section to turn the clutch on / off. When turned on, the gear train is fastened to the output shaft to transmit power. When turned off, it is disconnected from the output shaft.

  Further, the gear selection command unit of the gear selection command unit B12 indicates the selected gear train indicating the selected gear train and the gear train being controlled to the gear selection confirmation unit of the clutch pressure command unit B13. Send a gear signal during control. The gear selection confirmation unit of the clutch pressure command unit B13 determines the selection state of each gear train from these, the clutch 1 output side rotation, the clutch 2 output side rotation, and the transmission output shaft rotation, and sets a gear selection confirmation flag. And sent to the shift schedule control unit of the shift schedule control unit B3.

In the present embodiment, a gear selection confirmation unit B19 is provided, and the gear selection confirmation unit B19 outputs the output side rotation ωc2 of the clutch 1 and the output side rotation ωc2 of the clutch 2 input from the input signal calculation unit B1. A gear selection confirmation signal (gear selection confirmation flag) is output to the shift schedule control unit B3 from the output shaft rotation ωout of the transmission, the selection gear signal input from the gear selection command unit B12, and the gear signal being controlled.
(Function and effect)
As described above, according to the shift control according to the present embodiment, the rotation change that occurs spontaneously with the release of the disengagement side clutch 1 that is fastened before the shift and is temporarily released with the shift, and the result of the shift control. A clutch that is used in the pre-shift gear stage and the post-shift gear stage because of the limitation on the mechanism during the shift from the pre-shift gear stage to the post-shift gear stage because the rotational change that occurs is in the same direction. 1 (first frictional engagement element and second frictional engagement element) In the case of a gear shift that must be once released, a clutch 2 (third friction engagement element) that is not used before and after the intermediate speed and the gear shift. Can be used to secure the power transmission state even during the change of the gear assembly setting for shifting from the pre-shift gear stage to the post-shift gear stage by disengaging the clutch 1 and the engine load changes abruptly. Smooth shifting

In particular, when passing through an intermediate state in which the clutch 1 is released, the magnitude of the input rotation speed of the clutch 1 (second friction engagement element) used after the shift is estimated after the shift, and the clutch 1 ( Since the rotational speed of the second frictional engagement element) is controlled, the rotational change can occur first, and the feeling for the shift response can be improved. Further, when the shift stage switching in the intermediate state, this and by concurrent, and controls the rotational speed of the clutch 1 in an open (second friction engagement element), for example, due synchro mechanism, mechanical In an automatic transmission that automatically switches gears, the intermediate speed can be established while controlling the inertia adjustment by controlling the rotational speed of the clutch 1 (second friction engagement element), thereby shortening the shift time. be able to.

  In addition, the rotational speed of the clutch is controlled while paying attention to the distribution state of the transmission torque, and the clutch switching control is divided into a control focusing on the torque and a control focusing on the rotational speed to satisfy each condition. However, it is possible to output as a single control amount such as the release side clutch command hydraulic pressure and the engagement side clutch command hydraulic pressure, and a smooth switching operation can be realized with a simple control logic.

Further, since it is possible to completely synchronize the release timing of the release side clutch and the engagement timing of the engagement side clutch during the switching control, there is also an effect that the speed change operation can be completed quickly.
[Second Embodiment]
FIGS. 16 and 17 show a shift control apparatus and method for an automatic transmission according to a second embodiment of the present invention.

  In the present embodiment, the target value in the first embodiment described above is set not for the differential rotation speed between the input and output of the clutch to be controlled but for the input rotation speed (rotation speed of the input shaft). The difference rotational speed control logic is replaced with the input shaft rotational speed control logic. That is, the input side rotational speed of the clutches 1 and 2 is equal to the rotational speed of the input shaft 51, and the output side rotational speed of the clutches 1 and 2 is the rotational speed of the output shaft 54 (this speed corresponds to the vehicle speed). Is the number of revolutions multiplied by a ratio corresponding to the gear ratio of the shift speed achieved by the clutch. Therefore, if the rotational speed of the output shaft 54 is corrected according to the selected gear ratio, the output-side rotational speed of the clutches 1 and 2 can be obtained, and the target differential rotation between the output-side rotational speed and the input / output of the target clutch. The target value of the input rotational speed (the input shaft means the target differential rotational speed on the input side) can be obtained from the difference from the number. As described above, since the essence of the differential rotation speed control logic and the input shaft rotation speed control logic are the same, only the characteristic configuration of the input shaft rotation speed control logic will be described below.

  In the case of the present embodiment, the target value setting means 10A (see FIG. 8) sets the target value before the gear stage switching of the input shaft rotational speed of the transmission (here, the input side rotational speed of the disengaged clutch before the gear stage switching). The first target rotation speed (which corresponds to the target value) (also referred to as target rotation 1) and the target value after the shift stage switching of the input shaft rotation speed of the transmission (here, the engagement clutch after the shift stage switching) A second target rotation speed (also referred to as target rotation 2), which corresponds to a target value of the input side rotation speed).

  In other words, for the first target rotational speed, the first target rotational speed is set to be higher than the current rotational speed (the rotational speed corresponding to the rotational speed created by the speed ratio before the speed change) at the time of shifting with respect to the acceleration command of the engine, By applying slip to the disengagement side clutch, the engine rotational speed (input side rotational speed) is increased and asymptotically approaches the first target rotational speed. Further, at the time of shifting in response to the engine deceleration command, the first target rotational speed is set lower than the current rotational speed, and slipping is applied to the disengagement side clutch, thereby reducing the engine rotational speed (input side rotational speed) and reducing the first rotational speed. Asymptotically approach the target rotational speed.

  As for the second target rotational speed, the second target rotational speed is set higher than the post-shift rotational speed (the rotational speed corresponding to the rotational speed created by the speed ratio after the shift) during a shift in response to the engine acceleration command. The torque transmission from the input side to the output side is promoted during the engagement process of the engagement side clutch, and the increase in output torque is promoted. In addition, during the shift in response to the engine deceleration command, the second target rotation speed is set lower than the post-shift rotation speed, and torque transmission from the output side to the input side is promoted during the engagement process of the engagement side clutch, and the output torque Promote reduction.

(Time chart)
Therefore, as shown in the time-series operation schematic diagram at the time of the step-down downshift in FIG. 16, in the preparation phase, the target value of the input shaft speed is set to the target speed 1 set higher than the current rotational speed, and the input shaft Control is performed so that the actual rotation speed becomes the target rotation 1. In the inertia phase, the target rotation speed target value of the input shaft is switched from the target rotation 1 to the target rotation 2 set higher than the post-shift rotation speed, and the target rotation during the inertia phase is smoothly connected to the target rotation 2 It is generated and controlled so that the actual rotation speed of the input shaft becomes the target rotation during the inertia phase. In the subsequent change phase, control is performed so that the actual rotation speed of the input shaft becomes the target rotation 2.

(Block Diagram)
Next, the configuration of the control function of this embodiment will be described.
FIG. 17 is a block diagram showing the configuration of the control function of this embodiment.
As shown in FIG. 17, the control target is replaced with the clutch input rotation from the clutch input / output differential rotation of the first embodiment, and only the differences from the first embodiment will be described.
The target rotation calculation unit B5 ′ replaces the target differential rotation calculation unit B5 of the first embodiment. Like the target differential rotation calculation unit B5, the target rotation calculation unit B5 ′ performs each shift control based on the shift control phase and the control target clutch rotation. Together, the target rotation is generated. At this time, as described above, when the sign of the input shaft torque is positive, the target rotation is set so that the input shaft rotation is larger than the output rotation of the controlled clutch, and the sign of the input shaft torque is negative. In this case, the target rotation is set so that the input shaft rotation is smaller than the output rotation of the control target clutch.

The rotation F / B control unit B7 ′ replaces the differential rotation F / B calculation unit B7 of the first embodiment, performs feedback control on the target rotation, and generates an F / B correction amount.
(Function and effect)
Others are the same as those of the first embodiment, and even with such a configuration, the same operational effects as those of the first embodiment can be obtained.

[Third Embodiment]
18 to 20 show a shift control apparatus and method for an automatic transmission according to a third embodiment of the present invention.
In the present embodiment, the preparation phase in the first embodiment is omitted.
(Time chart)
FIG. 18 is a time-series operation schematic diagram at the time of a step-down downshift according to the present embodiment.
As shown in FIG. 18, the difference from the first embodiment is that the preparation phase is omitted, and during the inertia phase, the control of the input shaft rotation is performed, and at the same time, the establishment operation of the intermediate speed is performed. .
(flowchart)
FIG. 19 is a flowchart showing the overall configuration of control according to the present embodiment.

As shown in FIG. 19, the difference from the first embodiment (FIG. 10) is whether or not the preparation phase is performed, and the processing from step S2 to step S3 for performing the control is omitted. This is different from the contents of the inertia phase process shown in S54.
FIG. 20 is a flowchart of inertia phase processing of control according to the present embodiment.

  As shown in FIG. 20, the difference from the first embodiment (FIG. 12) is that step S <b> 55 for performing the target rotation locus calculation is added to the question of step S <b> 24 and step S <b> 25, and Step S56 for determining the completion of gear shift engagement is added, and step S57 to step S62 for performing the via gear shift engagement processing are added to the NO determination side.

  In other words, in this embodiment, when it is determined in step S56 that the intermediate speed is not engaged, first, in step S57, the clutch 1 output side rotation, the pre-shift speed ratio, and the post-shift speed shift. The post-shift input rotation estimation value is calculated from the ratio. This is because the post-shift input rotation estimated value cannot be obtained from the clutch 2 output side rotation in step S26 because the intermediate speed is not engaged.

Subsequently, in step S58, a control differential rotation is obtained from the difference between the post-shift input rotation estimated value and the clutch 1 output rotation. This is the same processing as step S27.
Subsequently, in step S59, a gear train to be used as a transit gear stage in the current shift is selected, and in step S60, a transit gear stage fastening operation is performed to establish the transit gear stage. These are the same processes as steps S19 and S20. Thereafter, in step S61, it is determined whether or not the intermediate speed stage is finished. As a result, if it is determined that the engagement of the intermediate speed is completed, an intermediate speed engagement completion process is performed in step S62.

Further, when it is determined in step S56 that the intermediate speed stage is concluded, the processing from step S26 is performed as in FIG. Since the changing phase and the ending phase are the same as those in the first embodiment, the flowchart is omitted.
(Function and effect)
Even with such a configuration, the same effects as those of the first embodiment can be obtained.
[Fourth Embodiment]
FIGS. 21-24 show a shift control apparatus and method for an automatic transmission according to a fourth embodiment of the present invention.

  In the present embodiment, the preparation phase is omitted as in the third embodiment, but the timing of the operation for establishing the intermediate speed is different from that in the third embodiment.

(Time chart)
FIG. 21 is a time-series operation schematic diagram at the time of the step-down downshift according to the present embodiment.
As shown in FIG. 21, in the present embodiment, during the inertia phase, the control of the input shaft rotation is performed, and at the same time, the operation for establishing the intermediate speed is performed, and then the first change control is performed.

(flowchart)
Since the overall configuration flowchart of the control according to this embodiment is the same as that of the third embodiment, the flowchart is omitted.

FIG. 22 is a flowchart of the inertia phase according to the present embodiment.
As shown in FIG. 22, the difference from the third embodiment (FIG. 20) is that the distribution ratio is set after step S56, and the transition control of the distribution ratio is performed in the routine after the determination of the intermediate speed engagement. It is that it joined. Steps up to step S56 are the same as in FIG.
When it is determined in step S56 that the intermediate speed is not engaged, the distribution ratio is set to 0 in step S63. The subsequent processing from step S57 to step S62 is the same as in FIG.

  If it is determined in step S56 that the intermediate speed stage is concluded, the distribution ratio is gradually increased in step S64. This process is the same as step S34 in FIG. Subsequently, after the processing of step S26 and step S27, the magnitude of the differential rotation is determined in step S28. In step S65, the distribution ratio is compared with 1, and it is determined that the distribution ratio is 1 or more. In step S29, the inertia phase is terminated and the transition process to the replacement phase is performed. The process in step S65 is the same as step S35 in FIG.

FIG. 23 is a flowchart of the change phase according to the present embodiment.
As shown in FIG. 23, steps S33 to S36 are omitted from the flowchart of the switching phase of the first embodiment (FIG. 13).
Since the end phase according to this embodiment is the same as that of the first embodiment, the flowchart is omitted.

(Time chart in other cases)
FIG. 24 is a time-series operation schematic diagram when the control of the present embodiment is applied to coast-up.
In FIG. 24, the input shaft torque is expressed as an absolute value for comparison with the torque capacity of the clutch. However, in actuality, the sign of the torque is negative or low torque near zero.
As shown in FIG. 24, in this case, even if the clutch engagement capacity is reduced, the input shaft rotation operates only in the direction of decreasing from the pre-shift rotation, so the target rotation in the preparation phase or the target differential rotation and the preparation are performed. The phase end determination threshold must be set to be lower than the pre-shift rotation. The target rotation 2 of the target value during the inertia phase and the threshold value for determining the end of the inertia phase must be set higher than the rotation after the shift.
(Function and effect)
Even with such a configuration, the same effects as those of the first embodiment can be obtained.

[Others]
Although the embodiments of the present invention have been described above, the present invention is not limited to such embodiments, and various modifications can be made without departing from the spirit of the present invention.
For example, in the above embodiments that control the input rotation, the friction engagement element control means 10 controls the clutches 1 and 2 using the input shaft rotation speed as a control parameter. The rotational speed of another input member corresponding to this may be used as the control parameter instead of itself. Further, the clutches 1 and 2 may be controlled using the transmission ratio as a control parameter. In other words, giving a differential rotation between the input and output of the clutch also changes the apparent gear ratio slightly, so the target gear ratio is slightly changed with respect to the value before or after the gear shift. Then, the clutches 1 and 2 are controlled so that the gear ratio becomes the target gear ratio.

When the gear ratio is used as a control parameter, the target value of the clutch rotation at the time of gear shifting (which also corresponds to the control end threshold value) also becomes the gear ratio (that is, the target gear ratio) from the input rotation speed.
Note that the target speed ratio in the preparation phase (phase end threshold) is set to the target speed ratio when the target speed is set to a speed higher by a predetermined speed than the input speed before shifting or the input speed after shifting. When the target rotational speed is set to a rotational speed that is lower than the input rotation before shifting or the input rotation before shifting by a predetermined speed, the target speed ratio is set to What is necessary is just to set to a gear ratio lower by a predetermined amount than the gear ratio before gear shift or the gear ratio after gear shift.

  In particular, when the differential rotation of the clutch 2 or the input rotation speed corresponding to the differential rotation (for example, the input shaft rotation speed) is controlled to the target value, the target value is not a constant target value but the target value as described above. By setting the target value trajectory that changes with the passage of time and performing control by trajectory tracking control that causes the above control parameter to follow this target value trajectory, control is performed at the desired shift speed and shift time. Can be carried out.

In each embodiment, the automatic transmission shown in FIG. 7 has been described as an example. However, as described in principle with reference to FIGS. 1 to 6, the present invention is a friction engagement of various automatic transmissions. It can be widely applied to change of elements.
In other words, as described above, even in an automatic transmission of a system other than the two-shaft type automatic transmission, such a method can be applied when the direct replacement cannot be performed by a combination of specific gear trains. . In this case, if the input side rotation of the clutch is not the same as the input shaft rotation of the transmission and is associated with a predetermined gear ratio, correction is performed with the gear ratio and differential rotation control is performed. Need to do. Similarly, when the torque sharing ratio on the mechanism is not 1, it is necessary to correct the torque sharing ratio on the mechanism to the torque capacity distribution ratio in the switching phase to determine the engagement capacity of each clutch. .

It is a block diagram which shows the basic composition of the shift control apparatus of the automatic transmission concerning each embodiment of this invention. It is a mimetic diagram explaining an example of important section composition of an automatic transmission concerning shift control of an automatic transmission concerning each embodiment of the present invention. FIG. 3 is a schematic diagram for explaining the switching of the automatic transmission of FIG. 2. FIG. 3 is a schematic diagram for explaining the switching of the automatic transmission of FIG. 2. It is a mimetic diagram simplifying and showing the basic composition of the automatic transmission concerning the shift control of the automatic transmission concerning each embodiment of the present invention. It is a schematic diagram which further simplifies and shows the basic composition of the automatic transmission concerning the shift control of the automatic transmission concerning the embodiment of this invention. It is a mimetic diagram explaining composition of an automatic transmission which can be applied to shift control of an automatic transmission concerning each embodiment of the present invention. It is a control block diagram which shows the principal part structure of the shift control apparatus of the automatic transmission concerning 1st Embodiment of this invention. It is a time chart explaining an example of the shift control of the automatic transmission concerning 1st Embodiment of this invention. It is a flowchart (whole structure) explaining the shift control of the automatic transmission concerning 1st Embodiment of this invention. It is a flowchart (preparation phase) explaining the shift control of the automatic transmission according to the first embodiment of the present invention. It is a flowchart (inertia phase) explaining the shift control of the automatic transmission concerning 1st Embodiment of this invention. It is a flowchart (replacement phase) explaining the shift control of the automatic transmission concerning 1st Embodiment of this invention. It is a flowchart (end phase) explaining the shift control of the automatic transmission according to the first embodiment of the present invention. 1 is a control block diagram illustrating a configuration of a shift control device for an automatic transmission according to a first embodiment of the present invention. FIG. It is a time chart explaining the shift control of the automatic transmission concerning 2nd Embodiment of this invention. It is a control block diagram which shows the structure of the transmission control apparatus of the automatic transmission concerning 2nd Embodiment of this invention. It is a time chart explaining the shift control of the automatic transmission concerning 3rd Embodiment of this invention. It is a flowchart (whole structure) explaining the shift control of the automatic transmission concerning 3rd Embodiment of this invention. It is a flowchart (inertia phase) explaining the shift control of the automatic transmission concerning 3rd Embodiment of this invention. It is a time chart explaining the shift control of the automatic transmission concerning 4th Embodiment of this invention. It is a flowchart (inertia phase) explaining the shift control of the automatic transmission concerning 4th Embodiment of this invention. It is a flowchart (replacement phase) explaining the shift control of the automatic transmission concerning 4th Embodiment of this invention. It is a time chart explaining another example of the shift control of the automatic transmission concerning 4th Embodiment of this invention. It is a time chart explaining a prior art. It is a time chart explaining another prior art.

Explanation of symbols

51 Input shaft 52 First clutch (Clutch 1)
53 Second clutch (clutch 2)
54 output shaft 60A transmission gear mechanism 60B transmission gear mechanism 10 friction engagement element control means 10A target value setting means 10B total torque capacity calculation means 10C distribution ratio setting means 10D individual torque capacity calculation means 10E adjustment means B1 input signal calculation unit B2 speed change Determination calculation unit B3 Shift schedule control unit B4 Control target rotation selection unit B5 Target difference rotation calculation unit B5 ′ Target rotation calculation unit B6 Distribution ratio calculation unit B7 Differential rotation F / B control unit (differential rotation feedback control unit)
B7 'rotation F / B control unit (rotational speed feedback control unit)
B8 Addition unit B9 Torque capacity distribution unit (clutch capacity distribution unit)
B10 Clutch 1 capacity → pressure conversion section B11 Clutch 2 capacity → pressure conversion section B12 Gear selection command section B13 to B18 Clutch pressure command section B19 Gear selection confirmation section

Claims (26)

The plurality of frictional engagement mechanisms are switched at the time of gear shift in an automatic transmission that engages any of a plurality of friction engagement elements in accordance with the gear speed and appropriately outputs the rotation input from the engine to the input member. Shifting for switching control to switch the first frictional engagement element, which was fastened before shifting, from engagement to release and to switch the second frictional engagement element to be fastened after shifting from release to engagement. In a shift control device for an automatic transmission having a control means,
In the shift control means, the rotational change that occurs spontaneously with the release of the first friction engagement element and the rotational change that occurs as a result of the shift control are in the same direction, and from the pre-shift gear stage to the post-shift gear stage. During the shift control when performing a specific shift, it is necessary to temporarily realize an intermediate shift stage that is in an intermediate state due to a limitation on the mechanism during the shift of the input, the input rotation of the second friction engagement element after the shift A rotational speed control for estimating the speed and controlling the rotational speed of the second frictional engagement element according to a target value based on the estimation result; and , first, the first frictional engagement element is released from engagement. The third friction engagement element used for realizing the intermediate speed stage among the plurality of friction engagement elements is engaged from the open state to realize the intermediate speed stage, and then the third friction element. While the coupling element is released from engagement, the second A control of the engagement opening of the friction engagement elements controlled to engage the frictional engagement element from the open, and performing in parallel, the automatic transmission shift control device. In accordance with the shift control of the specific shifting the shift control means, through the via variable speed from the pre-shift gear position when performing shift to the post-shift gear position, the power transmission path by the via variable speed is established 2. The shift control device for an automatic transmission according to claim 1, wherein switching from the pre-shift gear stage to the post-shift gear stage is started on the condition that it has been confirmed. The shift control device for an automatic transmission according to claim 1 or 2, wherein the first friction engagement element and the second friction engagement element are the same friction engagement element. The shift control of the specific shift by the shift control means is
A preparation phase for setting the intermediate speed while controlling the rotational speed of the first friction engagement element;
An inertia phase for performing inertia correction related to the gear ratio switching after the preparation phase;
A switching phase for performing switching control of the first, second, and third friction engagement elements after the inertia phase;
The shift control device for an automatic transmission according to any one of claims 1 to 3, further comprising an end phase that is implemented after the change phase. The shift control means includes
A target differential rotation that is a target value of a rotational speed difference between input and output in any of the first to third friction engagement elements is set, and the second friction engagement is performed at the time of the specific shift. Target value setting means for estimating an input rotation speed of the element and setting the target differential rotation of the second friction engagement element based on the estimated input rotation speed;
Total torque capacity calculating means for calculating or estimating the total transmission torque capacity of the automatic transmission required to obtain the target differential rotation;
A distribution ratio setting means for setting a distribution ratio of the individual transmission torque capacity between the friction engagement elements performing the above switching;
The individual transmission torque capacity of each friction engagement element is set based on the total transmission torque capacity calculated or estimated by the total torque capacity calculation means and the distribution ratio set by the distribution ratio setting means. Transmission torque capacity setting means;
Adjustment means for outputting a hydraulic pressure command value for adjusting an engagement control amount of at least one of the first to third friction engagement elements based on the individual transmission torque capacity set by the individual transmission torque capacity setting means. And
5. Each of the above phases is performed through the target value setting means, the total torque capacity calculating means, the distribution ratio setting means, the individual transmission torque capacity setting means, and the adjusting means. A shift control device for an automatic transmission as described. In the preparation phase, the target value setting means sets a target differential rotational speed that is a target value of a rotational speed difference between input and output of the first friction engagement element, and the total torque capacity calculating means 6. The shift control device for an automatic transmission according to claim 5, wherein the total transmission torque capacity of the automatic transmission required for obtaining the differential rotation is calculated or estimated. In the inertia phase, the target value setting means uses the input rotation speed of the second friction engagement element as the output rotation of the third friction engagement element used to realize the intermediate speed. 7. The automatic transmission according to claim 5, wherein the automatic transmission is estimated from a transmission ratio realized by engagement of a third friction engagement element and a transmission ratio realized when the post-shift gear stage is used. Gear shift control device. The target value setting means is configured to perform the second friction engagement until the intermediate speed stage connected to the third friction engagement element is set in the inertia phase during the specific shift. The automatic rotation according to any one of claims 5 to 7, wherein an input rotation speed of the element is estimated from an output rotation speed of the second friction engagement element and a speed ratio after the shift. A transmission control device for a transmission. The target value setting means includes an estimated input rotational speed value of the second friction engagement element and an input rotational speed of the first friction engagement element in an inertia phase during the specific shift. From the difference, a target differential rotation speed that is a target value of the rotational speed difference between the input and output of the second friction engagement element is set,
The total torque capacity calculating means calculates or estimates the total transmission torque capacity of the automatic transmission so that the actual rotational speed difference between the input and output of the second friction engagement element gradually approaches the target differential rotation speed. The shift control apparatus for an automatic transmission according to any one of claims 5 to 7, wherein The target value setting means is an inertia phase at the time of the specific gear shift, wherein either the estimated input rotational speed value after the shift of the second friction engagement element or the gear ratio after the shift is determined from the value before the gear shift. Create a trajectory of the target value up to the value after shifting,
The total torque capacity calculating means calculates a total transmission torque capacity of the automatic transmission so that an actual rotational speed difference between input and output of the second friction engagement element follows the target value. The shift control device for an automatic transmission according to any one of claims 5 to 7. In the inertia phase at the time of the specific shift, the shift control means is configured such that when the input rotation speed or the input / output differential rotation speed of the second friction engagement element that is the target of rotation control reaches a preset control end threshold value. The shift control apparatus for an automatic transmission according to any one of claims 5 to 10, wherein the inertia phase is terminated. In the first change control, the shift control means switches the first friction engagement element from engagement to release and switches the third friction engagement element from release to engagement in the change phase. The differential rotational speed between the post-shift input rotational speed estimated value of the second friction engagement element that is the target of differential rotational control and the output rotational speed of the second friction engagement element is maintained within a predetermined range. The shift control device for an automatic transmission according to any one of claims 5 to 11, wherein the shift control device is an automatic transmission. The shift control means switches the third frictional engagement element from engagement to release and engages the second frictional engagement element from release, which is performed following the first change control in the change phase. In the second changeover control to be switched, the post-shift input rotational speed estimated value of the second friction engagement element that is the target of differential rotation control and the output rotational speed of the second friction engagement element 13. The shift control device for an automatic transmission according to claim 12, wherein the differential rotational speed is maintained within a predetermined range. The shift control means completes a mechanical operation for releasing the pre-shift gear stage and a mechanical operation for setting the post-shift gear stage before the start of the second changeover control. A shift control apparatus for an automatic transmission according to claim 13. The shift control means ends the second switching control when the second switching control has finished shifting to a state in which the total torque capacity is distributed to the second friction engagement element on the engagement side. The shift control device for an automatic transmission according to claim 14. In the shift control means, in the end phase, the target value setting means sets a target differential rotation speed of the second friction engagement element, and an actual input / output differential rotation speed of the second friction engagement element. The shift control device for an automatic transmission according to any one of claims 5 to 15, wherein control is performed so that the engine speed becomes the target differential rotation speed . 17. The shift control means according to claim 5, wherein in the end phase, the transmission torque capacity of the second friction engagement element on the engagement side is increased to a maximum capacity. A shift control device for an automatic transmission as described. The target value setting means includes:
When the input rotation of the friction engagement element increases when the transmission torque capacity of the friction engagement element to be controlled is decreased, the input rotation of the friction engagement element is higher than the output rotation. Set each target differential speed above,
When the input rotation of the friction engagement element decreases when the transmission torque capacity of the friction engagement element to be controlled is reduced, the input rotation of the friction engagement element is lower than the output rotation. The shift control device for an automatic transmission according to any one of claims 5 to 17, wherein each of the target differential rotation speeds is set. The determination as to whether or not the input rotation of the friction engagement element to be controlled is increased is determined by the load of the engine connected to the input member or the magnitude or sign of the amount corresponding to the load. A shift control apparatus for an automatic transmission according to claim 18. In the target value setting means, the magnitude of each of the target differential rotation speeds is determined by dividing the engine load connected to the input member or an amount corresponding to the load and the rotation of the input member or an amount corresponding to the rotation. Alternatively, the speed change control device for an automatic transmission according to any one of claims 5 to 19, wherein the speed change ratio is set according to a gear ratio. In the shift control means, in the target value setting means, from the output shaft rotational speed of the friction engagement element to be controlled and the target differential rotational speed of the friction engagement element to be controlled, the friction engagement of the control target is set. Setting a target input shaft rotational speed that is a target value for the input shaft rotational speed of the combined element, and performing control so that the actual input shaft rotational speed of the friction engagement element to be controlled matches the target input shaft rotational speed. The shift control device for an automatic transmission according to any one of claims 5 to 20, wherein the shift control device is an automatic transmission.   The shift control means adjusts the engagement control amount of at least one of the first to third friction engagement elements even during steady running without shifting, and during the steady running, the distribution ratio setting means The distribution ratio of the automatic transmission according to any one of claims 5 to 21, wherein the distribution ratio is set so that a friction engagement element for maintaining the currently required shift speed is main. Shift control device. The shift control device for an automatic transmission according to any one of claims 1 to 22, wherein the specific shift includes a power-off upshift. The plurality of frictional engagement mechanisms are switched at the time of gear shift in an automatic transmission that engages any of a plurality of friction engagement elements in accordance with the gear speed and appropriately outputs the rotation input from the engine to the input member. Shifting for switching control to switch the first frictional engagement element, which was fastened before shifting, from engagement to release and to switch the second frictional engagement element to be fastened after shifting from release to engagement. In a shift control method for an automatic transmission having a control means,
A speed change that occurs spontaneously with the release of the first friction engagement element and the speed change that occurs as a result of the shift control are in the same direction, and that is in an intermediate state due to mechanical limitations during the shift. At the time of the above switching control when performing a specific shift that needs to be realized once,
Rotation speed control for estimating the input rotation speed of the second friction engagement element after the shift and controlling the rotation speed of the second friction engagement element based on the estimation result; While releasing the frictional engagement element from the engagement, the third frictional engagement element used for realizing the via-shifting stage among the plurality of frictional engagement elements is engaged from the open state, and the via-shifting stage is changed. And subsequently disengaging the frictional engagement element that controls the second frictional engagement element to be engaged from release while releasing the third frictional engagement element from engagement . A shift control method for an automatic transmission , wherein the control is performed in parallel . The shift control method for an automatic transmission according to claim 24, wherein the first friction engagement element and the second friction engagement element are the same friction engagement element. The shift control of the specific shift is as follows:
A preparation phase for setting the intermediate speed while controlling the rotational speed of the first friction engagement element;
An inertia phase for performing inertia correction related to the gear ratio switching after the preparation phase;
A switching phase for performing switching control of the first, second, and third friction engagement elements after the inertia phase;
The shift control method for an automatic transmission according to claim 24 or 25 , further comprising: an end phase that is performed after the change phase.

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