JP2009204129A - Speed change control device and speed change control method of automatic transmission - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a control method of providing a desired speed change feeling even when speed change is carried out from a starting condition. <P>SOLUTION: In this automatic transmission changing the number of rotations of a drive force source from the number of rotations before speed change to the number of rotations after the speed change in a targeted speed change period by gradually releasing friction transmission mechanisms, within a plurality of friction transmission mechanisms, used as a release side, and gradually engaging the other-side transmission mechanisms used as an engagement side, the targeted speed change period is set long when the speed change is started from a start condition (S402) and when the number of rotations (the estimated number of rotations) after the speed change of the drive power source is determined to be smaller than a predetermined number of rotations (S403). <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to an automatic transmission control device and control method, and more particularly to an automatic transmission control device and control method suitable for controlling a gear-type transmission used in an automobile.

  An automated manual transmission (hereinafter referred to as “automatic MT”) is a system that automates the operation of a clutch, which is a friction mechanism, and the operation of a synchronous meshing mechanism, which is a gear selection mechanism, using a gear-type transmission used in a manual transmission. Have been developed).

  However, in the control at the time of shifting in the conventional automatic MT (automated manual transmission), the driving torque is interrupted by the release / engagement operation of the clutch, which may give the passenger an uncomfortable feeling.

  Therefore, according to Japanese Patent Laid-Open No. 2000-234654 and Japanese Patent Laid-Open No. 2001-295898, two friction transmission mechanisms (clutch) for transmitting input torque to the transmission are provided, and driving torque is alternately transmitted by the two clutches. A twin clutch type automatic MT is known. In this twin clutch type automatic MT, when shifting is started, the clutch of the next shift stage is gradually engaged while gradually releasing the clutch that was transmitting torque before shifting, and the driving torque is then shifted before shifting. By changing from the gear ratio equivalent to the gear ratio after shifting, the driving torque can be interrupted and smooth shifting can be performed. The twin clutch type automatic MT may be configured using a dry clutch or a wet clutch.

  In such a transmission, there is disclosed a control method for improving the shift feeling and controlling the rotation speed quickly by controlling the torque waveform during the shift so that the torque waveform has a good shift feeling. It is disclosed in 2003-161366.

JP 2000-234654 A JP 2001-295898 A JP 2003-161366 A

  In such an automatic transmission, the speed of the driving force source is changed from the rotation speed before the shift to the speed after the shift similarly to the shift from the running state without distinguishing the scene where the shift starts from the start state. If control is performed so that the speed is changed to the rotational speed in a predetermined time, there is a problem that the engine rotational speed drops during shifting or when the shifting is completed, and the shift feeling may be inferior.

  An object of the present invention is to propose a control method for obtaining a desired shift feeling even when shifting from a starting state.

In the present invention, a driving force source for generating a driving force and a transmission for transmitting generated torque of the driving force source to an output shaft are provided, and the transmission is adjusted by adjusting a pressing load of a friction surface. Between a plurality of friction transmission mechanisms that transmit and cut off the power of the driving force source, a plurality of transmission input shafts respectively coupled to the friction transmission mechanisms, the plurality of transmission input shafts, and a transmission output shaft A plurality of gear trains that are selectively connected by a selection operation of the plurality of synchronous meshing mechanisms, and a plurality of operation mechanisms that adjust the pressing load of the plurality of friction transmission mechanisms, and the plurality of friction transmission mechanisms Any one of the above is slip-engaged, the power of the driving force source is transmitted to start, and among the plurality of friction transmission mechanisms, the release side friction transmission mechanism is gradually released to become the fastening side. Gradually tighten one friction transmission mechanism The automatic transmission control apparatus to shift the rotational speed after shifting from the rotation speed of the pre-shift in shift time to a target rotation speed of the driving power source in a,
When starting the shift from the start state, if it is determined that the rotation speed (expected rotation speed) of the driving force source after the shift is smaller than a predetermined rotation speed, the target shift time is set to be longer. Provided is a shift control device for an automatic transmission.

  According to the present invention, when performing a shift from the start state, the shift time is set according to the degree of decrease in the expected rotation speed after the shift, so that it is possible to prevent a decrease in the engine rotation speed when the shift is completed. Feeling can be maintained.

  Hereinafter, embodiments of the present invention will be described in detail with reference to FIGS.

  First, referring to FIG. 1, a configuration example of a control apparatus for an automobile provided with an automatic transmission according to the present invention will be described.

  FIG. 1 is a skeleton diagram of a system configuration example showing an embodiment of a control apparatus for an automobile equipped with an automatic transmission according to the present invention.

  Engine 7 as a driving force source, an engine speed sensor (not shown) for measuring the number of revolutions of the engine 7, an electronically controlled throttle (not shown) for adjusting the engine torque, and a fuel amount corresponding to the intake air amount A fuel injection device (not shown) is provided so that the engine control unit 101 can control the torque of the engine 7 with high accuracy by operating the intake air amount, fuel amount, ignition timing, and the like. It has become. The fuel injection device includes an intake port injection method in which fuel is injected into an intake port or an in-cylinder injection method in which fuel is directly injected into a cylinder. However, an operating range (engine torque and engine speed) required for an engine is known. It is advantageous to use an engine of a system that can reduce fuel consumption and has good exhaust performance. As a driving force source, not only a gasoline engine but also a diesel engine, a natural gas engine, an electric motor, or the like may be used.

  The automatic transmission 50 includes a first clutch 8, a second clutch 9, a first input shaft 41, a second input shaft 42, an output shaft 43, a first drive gear 1, a second drive gear 2, and a third drive gear 3. , Fourth drive gear 4, fifth drive gear 5, reverse drive gear (not shown), first driven gear 11, second driven gear 12, third driven gear 13, fourth driven gear 14, and fifth driven gear 15 , A reverse drive gear (not shown), a first synchronization engagement mechanism 21, a second synchronization engagement mechanism 22, a third synchronization engagement mechanism 23, a rotation sensor 31, a rotation sensor 32, and a rotation sensor 33 are provided. By engaging and releasing the first clutch 8, the torque of the engine 7 can be transmitted to and cut off from the first input shaft 41. The torque of the engine 7 can be transmitted to and cut off from the second input shaft 42 by engaging and releasing the second clutch 9. As the first clutch 8 and the second clutch 9, a wet multi-plate clutch is used in this embodiment, but a dry single-plate clutch may be used, and all friction transmission mechanisms can be used. . It can also be configured by an electromagnetic powder clutch.

  The second input shaft 42 is hollow, and the first input shaft 41 passes through the hollow portion of the second input shaft 42 and can be moved relative to the second input shaft 42 in the rotational direction. ing.

  The first drive gear 1, the third drive gear 3, the fifth drive gear 5, and the reverse drive gear (not shown) are fixed to the second input shaft 42, and the second input shaft 42 rotates with respect to the first input shaft 1241. It is free. Further, the second drive gear 2 and the fourth drive gear 4 are fixed to the first input shaft 41, and the second input shaft 42 is configured to be capable of relative movement in the rotational direction. Yes.

  A sensor 31 is provided as means for detecting the rotational speed of the first input shaft 41, and a sensor 32 is provided as means for detecting the rotational speed of the second input shaft 42.

  On the other hand, the output shaft 43 is provided with a first driven gear 11, a second driven gear 12, a third driven gear 13, a fourth driven gear 14, a fifth driven gear 15, and a reverse driven gear (not shown). . The first driven gear 11, the second driven gear 12, the third driven gear 13, the fourth driven gear 14, the fifth driven gear 15, and the reverse driven gear (not shown) are provided to be rotatable with respect to the output shaft 43. Yes.

  A sensor 33 is provided as means for detecting the rotation speed of the output shaft 43.

  Among these gears, the first drive gear 1, the first driven gear 11, the second drive gear 2, and the second driven gear 12 are engaged with each other. The third drive gear 3 and the third driven gear 13 are engaged with the fourth drive gear 4 and the fourth driven gear 14, respectively. Further, the fifth drive gear 5 and the fifth driven gear 15 are engaged with each other. Further, a reverse drive gear (not shown), an idler gear (not shown), and a reverse driven gear (not shown) are engaged.

  Further, between the first driven gear 11 and the third driven gear 13, the first synchronous gear 11 is engaged with the output shaft 43, or the third driven gear 13 is engaged with the output shaft 43. A meshing mechanism 21 is provided.

  Further, between the second driven gear 12 and the fourth driven gear 14, the third drive gear 12 is engaged with the output shaft 43, or the fourth driven gear 14 is engaged with the output shaft 43. A meshing mechanism 23 is provided.

  Further, the fifth driven gear 15 is provided with a second synchronous meshing mechanism 22 that engages the fifth driven gear 15 with the output shaft 43.

  A transmission piston 100 (not shown) and a shift fork (not shown) provided in the shift actuator 61 are controlled by the transmission control unit 100 by controlling the currents of the solenoid valves 105c and 105d provided in the hydraulic mechanism 105. By controlling the position or load of the first synchronous meshing mechanism 21 via the first driven gear 11 or the third driven gear 13, the rotational torque of the second input shaft 42 is changed to the first It can be transmitted to the output shaft 43 via the synchronous meshing mechanism 21. Here, by increasing the current of the electromagnetic valve 105d, a load is applied in the direction in which the first synchronous meshing mechanism 21 moves to the first driven gear 11 side, and by increasing the current of the electromagnetic valve 105c, A load is applied in a direction in which the first synchronous meshing mechanism 21 moves to the third driven gear 13 side. The shift actuator 61 is provided with a position sensor 61a (not shown) for measuring the position of the first synchronous meshing mechanism 21.

  Further, the transmission control unit 100 controls the currents of the electromagnetic valve 105e and the electromagnetic valve 105f provided in the hydraulic mechanism 105, whereby a hydraulic piston (not shown) and a shift fork (not shown) provided in the shift actuator 62 are controlled. The position or load of the second synchronous meshing mechanism 22 is controlled via the second synchronous meshing mechanism 22 and the fifth driven gear 15 is engaged with the second synchronous meshing mechanism 22. Can be transmitted to the output shaft 43. The shift actuator 62 is provided with a position sensor 62a (not shown) for measuring the position of the second synchronous meshing mechanism 22.

  Further, the transmission control unit 100 controls the currents of the solenoid valve 105g and the solenoid valve 105h provided in the hydraulic mechanism 105, whereby a hydraulic piston (not shown) and a shift fork (not shown) provided in the shift actuator 63 are controlled. The position or load of the third synchronous meshing mechanism 23 is controlled via the second driven gear 12 or the fourth driven gear 14 so that the rotational torque of the first input shaft 41 is reduced. , And can be transmitted to the output shaft 43 via the third synchronous meshing mechanism 23. The shift actuator 63 is provided with a position sensor 63a (not shown) for measuring the position of the third synchronous meshing mechanism 23.

  Thus, from the first drive gear 1, the second drive gear 2, the third drive gear 3, the fourth drive gear 4, and the fifth drive gear 5, the first driven gear 11, the second driven gear 12, and the third driven gear. 13, the rotational torque of the transmission input shaft 41 transmitted to the transmission output shaft 43 via the fourth driven gear 14 and the fifth driven gear 15 is a differential gear (not shown) connected to the transmission output shaft 43. To the axle (not shown).

  Further, the transmission control unit 100 controls the pressure plate (not shown) provided in the first clutch 8 by controlling the current of the electromagnetic valve 105 a provided in the hydraulic mechanism 105, so that the first The transmission torque of the clutch 8 is controlled.

  Further, the transmission control unit 100 controls the pressure plate (not shown) provided in the second clutch 9 by controlling the current of the electromagnetic valve 105 b provided in the hydraulic mechanism 105, and the second The transmission torque of the clutch 9 is controlled.

  In addition, a range position signal indicating a shift lever position such as a P range, an R range, an N range, or a D range is input from the lever device 301 to the transmission control unit 100.

  The transmission control unit 100 and the engine control unit 101 transmit / receive information to / from each other by communication means 103.

  The shift actuator 61 is controlled by the electromagnetic valve 105c and the electromagnetic valve 105d, the first synchronous meshing mechanism 21 and the first driven gear 11 are meshed, and the second clutch 9 is engaged, so that the first speed traveling is achieved.

  The shift actuator 63 is controlled by the solenoid valve 105g and the solenoid valve 105h, the third synchronous meshing mechanism 23 and the second driven gear 12 are meshed, and the first clutch 8 is engaged, so that the second speed travel is achieved.

  The shift actuator 61 is controlled by the solenoid valve 105c and the solenoid valve 105d, the first synchronous meshing mechanism 21 and the third driven gear 13 are meshed, and the second clutch 9 is engaged, so that the third speed traveling is achieved.

  The shift actuator 63 is controlled by the solenoid valve 105g and the solenoid valve 105h, the third synchronous meshing mechanism 23 and the fourth driven gear 14 are meshed, and the first clutch 8 is engaged, so that the fourth speed traveling is achieved.

  The shift actuator 62 is controlled by the electromagnetic valve 105e and the electromagnetic valve 105f, the second synchronous meshing mechanism 22 and the fifth driven gear 15 are meshed, and the second clutch 9 is engaged, so that the fifth speed traveling is achieved.

  The shift actuator 62 is controlled by the electromagnetic valve 105e and the electromagnetic valve 105f, the second synchronous meshing mechanism 22 and the reverse driven gear (not shown) are meshed, and the second clutch 9 is engaged, so that the reverse gear travel is performed.

  Here, for example, in the upshift from the first gear to the second gear, the shift actuator 61 is controlled by the solenoid valve 105c and the solenoid valve 105d, the first synchronous meshing mechanism 21 and the first driven gear 11 are meshed, From the state in which the clutch 9 is engaged, the shift actuator 63 is controlled by the electromagnetic valve 105g and the electromagnetic valve 105h, the third synchronous engagement mechanism 23 and the second driven gear 12 are engaged, and the first clutch 8 is gradually engaged. At the same time, the second clutch 9 is gradually released.

  In this embodiment, as a mechanism for operating the first meshing transmission mechanism 21, the second meshing transmission mechanism 22, and the third meshing transmission mechanism 23, a hydraulic mechanism using a solenoid valve and a hydraulic piston is used. However, instead of the solenoid valve and the hydraulic piston, an electric motor and a reduction gear may be used, or an electric motor and a drum may be used. It can also be configured using other mechanisms for control. When an electric motor is used, the motor may be constituted by a so-called DC motor in which the magnet is fixed and the winding is rotated, or so-called permanent magnet synchronization in which the winding is fixed and the magnet is rotated. A motor may be used, and various motors are applicable.

  Further, in order to operate the first clutch 8 and the second clutch 9, in the present embodiment, a hydraulic mechanism using an electromagnetic valve is configured. However, the clutch is operated using an electric motor and a reduction gear. It may be configured, or may be configured to control the pressure plate of the clutch by an electromagnetic coil, and may be configured using another mechanism for controlling the first clutch 8 and the second clutch 9.

  FIG. 2 shows the input / output signal relationship between the transmission control unit 100 and the engine control unit 101. The transmission control unit 100 is configured as a control unit including an input unit 100i, an output unit 100o, and a computer 100c. Similarly, the engine control unit 101 is also configured as a control unit including an input unit 101i, an output unit 101o, and a computer 101c. An engine torque command value TTe is transmitted from the transmission control unit 100 to the engine control unit 101 using the communication means 103, and the engine control unit 101 realizes the TTe so that the intake air amount, fuel amount, Control ignition timing and the like (not shown). The engine control unit 101 includes engine torque detection means (not shown) that serves as input torque to the transmission. The engine control unit 101 rotates the engine speed Ne and the engine torque generated by the engine 7. Te is detected and transmitted to the transmission control unit 100 using the communication means 103. As the engine torque detecting means, a torque sensor may be used, or an estimating means based on engine parameters such as the injection pulse width of the injector, the pressure in the intake pipe and the engine speed may be used.

  The transmission control unit 100 controls the current of the electromagnetic valve 105a and engages the first clutch 8 by adjusting the voltage V_cl applied to the electromagnetic valve 105a in order to realize a desired first clutch transmission torque. ,release.

  Further, the transmission control unit 100 controls the current of the electromagnetic valve 105b by adjusting the voltage V_clb applied to the electromagnetic valve 105b in order to realize the desired second clutch transmission torque, and the second clutch 9 is Engage and release.

  Further, the transmission control unit 100 adjusts the voltages V1_slv1 and V2_slv1 applied to the electromagnetic valves 105c and 105d in order to realize a desired position of the first synchronous meshing mechanism 21, whereby the electromagnetic valves 105c and 105d. The current is controlled, and the first synchronous meshing mechanism 21 is engaged and released.

  Further, the transmission control unit 100 adjusts the voltages V1_slv2 and V2_slv2 applied to the electromagnetic valves 105e and 105f in order to realize the desired position of the second synchronous meshing mechanism 22, so that the electromagnetic valves 105e and 105f The current is controlled to engage and release the second synchronization engagement mechanism 22.

  Further, the transmission control unit 100 adjusts the voltages V1_slv3 and V2_slv3 applied to the electromagnetic valves 105g and 105h in order to realize a desired position of the third synchronization meshing mechanism 23, whereby the electromagnetic valves 105g and 105h. The current is controlled to engage and release the third synchronization engagement mechanism 23.

  The transmission control unit 100 is provided with a current detection circuit (not shown), and controls the current of each solenoid valve by changing the voltage output so that the current of each solenoid valve follows the target current. ing.

  Further, the transmission control unit 100 receives the first input shaft rotation speed NiA, the second input shaft rotation speed NiB, and the output shaft rotation speed No from the rotation sensor 31, the rotation sensor 32, and the rotation sensor 33, respectively. From the lever device 301, the range position signal RngPos indicating the shift lever position such as the P range, R range, N range, D range, etc., the accelerator pedal depression amount Aps from the accelerator opening sensor 302, and whether the brake is depressed An ON / OFF signal Brk from the brake switch 304 that detects the above is input.

  In this embodiment, the case where the driver has a so-called manual mode function for manually instructing upshift / downshift is described, and an up switch 306, a down switch are provided to the transmission control unit 100. ON / OFF signals UpSw and DnSw from 307 are respectively input.

  Further, the lubricant temperature TEMPlub is input to the transmission control unit 100 from an oil temperature sensor 305 that measures the temperature of the lubricant within the transmission 50.

  Further, the transmission control unit 100 includes a first synchronization engagement mechanism 21, a second synchronization engagement mechanism 22, a third synchronization engagement from the sleeve 1 position sensor 61a, the sleeve 2 position sensor 62a, and the sleeve 3 position sensor 63a. A sleeve 1 position RPslv1, a sleeve 2 position RPslv2, and a sleeve 3 position RPslv3 indicating the stroke positions of the mechanism 23 are input.

  For example, when the driver depresses the accelerator pedal with the shift range set to the D range or the like, the transmission control unit 100 determines that the driver is willing to start and accelerate, and the driver depresses the brake pedal. When it is retracted, it is determined that the driver intends to decelerate and stop, and the engine torque command value TTe, the first clutch target transmission torque TTs1, and the second clutch target transmission torque TTs2 so as to realize the driver's intention. Set.

  Further, an engine torque command value TTe, the first clutch is set so as to set a target shift speed from the vehicle speed Vsp calculated from the output shaft rotational speed No and the accelerator pedal depression amount Aps, and to execute a shift operation to the set shift speed. The target transmission torque TTs1, the second clutch target transmission torque TTs2, the target sleeve 1 position TPslv1, the target sleeve 2 position TPslv2, and the target sleeve 3 position TPslv3 are set.

  Further, the transmission control unit 100 electromagnetically controls the set first clutch target transmission torque TTs1, second clutch target transmission torque TTs2, target sleeve 1 position TPslv1, target sleeve 2 position TPslv2, and target sleeve 3 position TPslv3. Voltages V_cla, V_clb, V1_slv1, V2_slv1, V1_slv2, V2_slv2, V1_slv3, V2_slv3 to be applied to the valves 105a, 105b, 105c, 105d, 105e, 105f, 105g, and 105h are output.

  Next, with reference to FIGS. 3 to 7, the specific control contents of the control when the shift is started from the starting state by the automatic transmission control device according to the present embodiment will be described.

  FIG. 3 is a flowchart showing an outline of a target shift time setting process that is calculated at the time of shifting by the control device for the automatic transmission according to the embodiment of the present invention.

  The target shift time setting flow includes step 301 (target shift time setting process).

  The content of FIG. 3 is programmed in the computer 100c of the transmission control unit 100, and is repeatedly executed at a predetermined cycle. That is, the following processing of steps 301 to 304 is executed by the transmission control unit 100.

  Step 301 (target shift time setting process) is performed when the target gear position of the vehicle calculated based on the accelerator pedal depression amount Aps and the vehicle speed Vsp is updated from the shift diagram selected in accordance with the range position signal RngPos. Or, when the driver's up switch UpSw or down switch DnSw is operated and the target gear position of the vehicle is updated, the target shift for shifting to the target gear position is performed. Time Tm_s is set.

  Next, details of step 301 (target shift time setting process) in FIG. 3 will be described with reference to FIG.

  In step 401, the target shift time candidate BTm_s is calculated based on the accelerator pedal depression amount Aps and the lubricating oil temperature TEMPlub. Here, the calculation of the target shift time candidate may be calculated according to the upshift and downshift, the shift pattern (shift type), the automatic shift mode, and the manual mode. In addition, the calculation may be performed according to the torque of the driving force source.

  In step 402, it is determined whether or not the shift is from the start state. If the shift is from the start state, the process proceeds to step 403. If the shift is not from the start state, that is, the shift from the normal running state is performed. If so, go to Step 405. The determination of whether or not the shift is from the start state is performed by, for example, a shift start trigger in a state where the difference between the engine speed and the input shaft rotation speed on the clutch side to be engaged for starting is greater than or equal to a predetermined value. It can be assumed that the occurrence of the occurrence is detected.

  In step 403, using the output shaft rotation speed No, the gear ratio GrNxt of the shift destination gear stage, the rotation speed change amount dNo / dt per unit time of the output shaft rotation speed, and the target shift time Tm_s, the post-shift expected rotation The number NiNXT is calculated by the following equation (1).

    NiNXT = No × GrNxt + dNo / dt × Tm_s (1)

  It is determined whether or not the post-shift expected rotation speed NiNXT is equal to or lower than a predetermined value (for example, the engine idle speed). If the post-shift predicted rotation speed NiNXT is equal to or lower than the predetermined value, the process proceeds to step 404 to If the rotational speed NiNXT is not less than the predetermined value, the process proceeds to step 405.

  In step 404, the target shift time Tm_s is calculated based on the accelerator pedal depression amount Aps and the lubricating oil temperature TEMPlub. Here, the target shift time may be calculated according to the upshift and downshift, the shift pattern (shift type), the automatic shift mode, and the manual mode. Further, the calculation may be performed according to the torque of the driving force source. The target shift time Tm_s calculated in step 404 is calculated as a longer time than the target shift time candidate BTm_s calculated in step 401.

  In step 405, the target shift time candidate BTm_s calculated in step 401 is set as the target shift time Tm_s.

  FIG. 4 shows an example in which the target shift time Tm_s is calculated using a function different from the calculation of the target shift time candidate BTm_s when the estimated rotational speed after shift is equal to or less than a predetermined value. However, it may be configured to calculate a target shift time such that the expected rotational speed after the shift exceeds the predetermined value and becomes the minimum among the values exceeding the predetermined value. Various operations for setting a long time can be used.

  Next, FIG. 5 is used to show setting examples of functions f1 and f2 used in step 401 (target shift time candidate calculation) and step 404 (target shift time calculation) in FIG. 4, respectively. When the same accelerator pedal depression amount Aps and lubricating oil temperature TEMPlub are input, the calculation result of f2 is set to be sufficiently longer than the calculation result of f1.

  Next, control for starting a shift from a starting state when the present invention is not applied will be described with reference to FIG. FIG. 6 shows the contents of control when shifting from the first speed to the second speed based on the shift request generated when the vehicle is about to start at the first speed.

  In FIG. 6, FIG. 6 (A) shows the sleeve 1 position RPslv1. 3rd indicates a fastening position on the third speed side, N indicates a neutral position, and 1st indicates a meshing position on the first speed side. FIG. 6B shows the sleeve 3 position RPslv3. 4th is the engagement position on the 4th speed side, N is the neutral position, and 2nd is the engagement position on the 2nd speed side. FIG. 6C shows the engine speed, the first clutch speed, and the second clutch speed. FIG. 6D shows the first clutch torque and the second clutch torque.

  Before the time t1, as shown in FIG. 6A, the sleeve 1 position RPslv1 is the first speed side fastening position 1st, and as shown in FIG. 6B, the sleeve 3 position RPslv3 is the second speed side fastening position 2nd. And is waiting in a state where the first speed or the second speed can be started.

  When the driver depresses the accelerator pedal at time t1, the second clutch torque shown in FIG. 6 (D) is gradually raised and the clutch is engaged to shift to the first speed start state. As shown in (C), the engine speed increases as the accelerator pedal is depressed, and the first clutch speed and the second clutch speed also increase.

  At time t2, the driver operates the up switch UpSw, the target gear position of the vehicle is updated from the first speed to the second speed, and a shift trigger is generated. At this time, the target shift time from the first speed to the second speed is calculated, but since there is no particular distinction between the shift from the start state and the shift from the normal running state, a relatively response-oriented target The shift time is set.

  From time t2 to time t3, so-called torque phase control is performed in which one clutch is released and the other clutch is engaged, which is shown in FIG. 6 (D).

  From time t3 to time t4, so-called inertia phase control for changing the engine speed is carried out and is shown in FIG. 6 (C). At this time, it is desirable to control the engine torque at the same time in order to reduce the occurrence of a feeling of sticking out or being pushed out by the inertia torque accompanying the change in engine speed.

  At time t4, the speed change is completed, but as shown in FIG. 6C, the engine speed is lower than the speed before time t1, which is a state where the engine is waiting to start. Passengers including passengers may feel uncomfortable.

  Next, an example of control for starting a shift from a starting state when configured as shown in FIGS. 1 to 5 will be described with reference to FIG. FIG. 7 shows the contents of control when shifting from the first speed to the second speed based on a shift request generated when the vehicle is about to start at the first speed.

  In FIG. 7, the time on the horizontal axis is the same as in FIG.

  7A, 7B, 7C, and 7D show signals similar to those in FIGS. 6A, 6B, 6C, and 6D.

  Until time t2, the content is the same as that shown in FIG.

  At time t2, the driver operates the up switch UpSw, the target gear position of the vehicle is updated from the first speed to the second speed, and a shift trigger is generated. At this time, the target shift time candidate from the first speed to the second speed is calculated in step 401, but in step 402, it is determined that the shift is started from the start state, and the determination in step 403 is performed. In step 403, if the post-shift expected rotation speed is calculated using the target shift time candidate calculated in step 401, it becomes equal to or lower than the engine idle rotation speed, so step 403 is affirmative, and in step 404, A relatively long time is calculated as the target shift time.

  From time t2 to time t3, so-called torque phase control is performed in which one clutch is released and the other clutch is engaged, which is shown in FIG. The so-called torque phase control can be executed in the same time as the case shown in FIG. 6D even when a relatively long time is set as the target shift time.

  From time t3 to time t4, so-called inertia phase control for changing the engine speed is performed and is shown in FIG. At this time, it is desirable to control the engine torque at the same time in order to reduce the occurrence of a feeling of sticking out or being pushed out by the inertia torque accompanying the change in engine speed. Compared to the case shown in FIG. 6C, the so-called inertia phase control is performed so that the execution time becomes longer.

  Although the gear shift is completed at time t4, as shown in FIG. 7C, by setting the gear shift time longer, it is possible to prevent a decrease in the engine speed.

  With the configuration described above, it is possible to prevent a drop in the engine speed even when shifting from the start state, and to obtain a desired shifting feeling.

It is a skeleton figure which shows the structure of the automatic transmission by one Embodiment of this invention. 1 is a block diagram showing the input / output signal relationship between a transmission control unit 100 and an engine control unit 101 used in an automatic transmission control apparatus according to an embodiment of the present invention. It is a flowchart which shows the outline of the control content of the control apparatus of the automatic transmission by one Embodiment of this invention. It is a flowchart which shows the detailed content of the target shift time setting process shown in FIG. 5 is a flowchart showing a configuration example of target shift time setting functions f1 and f2 shown in FIG. It is a time chart which shows the example which started the shift from the starting state of the control apparatus of the automatic transmission when not implementing this invention. It is a time chart which shows the example which started the shift from the starting state of the control apparatus of the automatic transmission by one embodiment of this invention.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 1st drive gear 2 2nd drive gear 3 3rd drive gear 4 4th drive gear 5 5th drive gear 7 Engine 8 1st clutch 9 2nd clutch 11 1st driven gear 12 2nd driven gear 13 3rd driven gear 14 4th driven gear 15 5th driven gear 21 1st synchronous meshing mechanism 22 2nd synchronous meshing mechanism 23 3rd synchronous meshing mechanism 31 1st input shaft rotation sensor 32 2nd input shaft rotation sensor 33 Output shaft rotation sensor 41 Transmission first input shaft 42 Transmission second input shaft 43 Transmission output shaft 50 Automatic transmission 61 First shift actuator 62 Second shift actuator 63 Third shift actuator 100 Transmission control unit 101 Engine control unit 103 Communication means 105 Hydraulic mechanism 105a First clutch solenoid valve 105b Second clutch Magnetic valve 105c First electromagnetic valve for first synchronization mechanism 105d Second electromagnetic valve for first synchronization mechanism 105e First electromagnetic valve for second synchronization mechanism 105f Second electromagnetic valve for second synchronization mechanism 105g First electromagnetic valve for third synchronous engagement mechanism 105h Second electromagnetic valve for third synchronous engagement mechanism 301 Lever device

Claims (4)

A driving force source for generating a driving force; and a transmission for transmitting the generated torque of the driving force source to an output shaft. The transmission is adjusted by adjusting a pressing load on a friction surface. A plurality of friction transmission mechanisms for transmitting and interrupting power, a plurality of transmission input shafts respectively coupled to the friction transmission mechanisms, a plurality of synchronizations between the plurality of transmission input shafts and the transmission output shaft A plurality of gear trains that are selectively connected by a selection operation of the meshing mechanism, and a plurality of operation mechanisms that adjust the pressing load of the plurality of friction transmission mechanisms, and any one of the plurality of friction transmission mechanisms The slip engagement is performed and the power of the driving force source is transmitted to start, among the plurality of friction transmission mechanisms, the friction transmission mechanism on the release side is gradually released, and the other friction transmission on the fastening side is transmitted. By gradually tightening the mechanism, The automatic transmission control apparatus to shift the rotational speed after shifting the rotation speed of the power source from the rotational speed of the pre-shift in shift time as a target,
When starting a shift from a start state, if it is determined that the rotational speed after the shift of the driving force source is smaller than a predetermined rotational speed, a target shift time is set longer. Gear shift control device.   The shift control device for an automatic transmission according to claim 1, wherein the target shift time is set by detecting an accelerator pedal depression amount and in accordance with the accelerator pedal depression amount. Shift control device.   The shift control apparatus for an automatic transmission according to claim 1, wherein the target shift time is set according to the oil temperature. A driving force source for generating a driving force; and a transmission for transmitting the generated torque of the driving force source to an output shaft. The transmission is adjusted by adjusting a pressing load on a friction surface. A plurality of friction transmission mechanisms for transmitting and interrupting power, a plurality of transmission input shafts respectively coupled to the friction transmission mechanisms, a plurality of synchronizations between the plurality of transmission input shafts and the transmission output shaft A plurality of gear trains that are selectively connected by a selection operation of the meshing mechanism, and a plurality of operation mechanisms that adjust the pressing load of the plurality of friction transmission mechanisms, and any one of the plurality of friction transmission mechanisms The slip engagement is performed and the power of the driving force source is transmitted to start, among the plurality of friction transmission mechanisms, the friction transmission mechanism on the release side is gradually released, and the other friction transmission on the fastening side is transmitted. By gradually tightening the mechanism, In shift control method of an automatic transmission to shift to the rotational speed after shifting from the rotation speed of the pre-shift in shift time to the rotational speed of the power source and the target,
When starting a shift from a start state, if it is determined that the rotational speed after the shift of the driving force source is smaller than a predetermined rotational speed, a target shift time is set longer. Shift control method for the machine.

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