JP2005106087A - Control device for automatic transmission for vehicle - Google Patents

Abstract

An output shaft torque of an automatic transmission during a shift transition is accurately estimated.
In step 13, a slip speed Nslip of a drive tire during a shift transition is calculated from an output shaft rotational speed No and a vehicle body speed Nw. In step 14, the estimated value of the output shaft torque of the automatic transmission at the time of the shift transition is calculated from the slip speed Nslip of the drive tire at the time of the shift transition and the slip characteristics of the drive tire stored in the tire characteristic storage unit.
[Selection] Figure 4

Description

  The present invention relates to a control device for a vehicular automatic transmission capable of changing a gear ratio by switching a friction engagement device to be engaged.

  In order to appropriately perform the shift control of the automatic transmission, it is desirable that the output shaft torque of the automatic transmission during the shift transition can be accurately estimated. An example of a technique for estimating the output shaft torque of the automatic transmission is disclosed in Non-Patent Document 1. In Non-Patent Document 1, the drive shaft torque Toe on the automatic transmission output side is estimated by the following equations (1) to (3).

e = Nt / Ne (1)
Tt = c × λ × Ne ² (2)
Toe = Tt × gr × rf (3)

  In the equations (1) to (3), Ne is the engine speed, Nt is the input shaft speed of the automatic transmission, e is the torque converter speed ratio, c is the torque converter capacity coefficient (function of the speed ratio e), λ is a torque converter torque ratio (a function of the speed ratio e), Tt is an input shaft torque (estimated value) of the automatic transmission, gr is an estimated torque transmission ratio, and rf is a final reduction ratio.

  As other background art, an example of an automatic transmission control device that determines the start of a torque phase is disclosed in Patent Document 1, and an example of an automatic transmission control device that determines the start of an inertia phase is disclosed in Patent Document 2. Has been.

JP 2000-161479 A Japanese Patent Laid-Open No. 11-118032 Toshinori Minowa et al., “Improvement of gear shifting performance of a vehicle equipped with an automatic transmission by drive shaft torque control using estimated torque”, Proceedings of the Japan Opportunity Association Vol. 61, No. 591 (1995-11), p. 212-216

  Since the estimated torque transmission ratio gr used for estimating the output shaft torque of Non-Patent Document 1 cannot be obtained from the rotational speed sensor, in Non-Patent Document 1, when the input shaft torque Tt rises, that is, when the inertia phase starts. The drive shaft torque Toe is estimated by switching the estimated torque transmission ratio gr. For this reason, an error occurs in the estimated value in the torque phase. In addition, the estimation accuracy of the input shaft torque Tt is lower than that in a non-transition time when the torque phase and the inertia phase are shifted. Therefore, in Non-Patent Document 1, there is a problem that the estimation accuracy of the output shaft torque of the automatic transmission at the time of the torque phase and inertia phase shift transition is lowered, and it is difficult to appropriately perform the shift control. is there. In addition, in order to appropriately perform the shift control of the automatic transmission, in addition to being able to accurately estimate the output shaft torque of the automatic transmission during a shift transition, it is possible to accurately detect the torque phase start time and the inertia phase start time. Is desirable.

  An object of the present invention is to provide a control device for an automatic transmission for a vehicle that can accurately estimate an output shaft torque of the automatic transmission during a shift transition. Another object of the present invention is to provide a control device for an automatic transmission for a vehicle that can accurately detect a torque phase start time. It is another object of the present invention to provide a control device for an automatic transmission for a vehicle that can accurately detect an inertia phase start time.

  The control device for an automatic transmission for a vehicle according to the present invention employs the following means in order to achieve at least a part of the above object.

  A control device for an automatic transmission for a vehicle according to the present invention includes a plurality of friction engagement devices provided between an input shaft that transmits driving torque of a prime mover and an output shaft that transmits driving torque to driving wheels. Automatic transmission for vehicle that performs switching control of a friction engagement device to be engaged by a shift control command value for a vehicle automatic transmission that can change a gear ratio by switching a friction engagement device to be engaged A control unit for detecting an output shaft rotational speed, a vehicle body speed acquiring unit for acquiring a vehicle body speed, and a slip for calculating a slip amount of a drive wheel based on the output shaft rotational speed and the vehicle body speed. Amount calculation means, storage means for storing the characteristics between the slip amount and the longitudinal force related to the drive wheel or the characteristics between the slip amount of the drive wheel and the output shaft torque, and the friction engagement device during the switching transition. The transient torque estimation means for estimating the output shaft torque at the transition transition time of the friction engagement device and the transient torque estimation means are estimated based on the slip amount of the drive wheel and the characteristics stored in the storage means. And a control command value setting means for setting the shift control command value based on the output shaft torque.

  In the present invention, the characteristic between the slip amount and the longitudinal force relating to the drive wheel or the characteristic between the slip amount of the drive wheel and the output shaft torque is stored, and the drive wheel is changed during the transition transition of the friction engagement device. Based on the slip amount and the stored characteristics, the output shaft torque at the switching transition of the friction engagement device is estimated. Thus, by estimating the output shaft torque using the slip characteristics of the drive wheels, it is possible to accurately estimate the output shaft torque of the automatic transmission during a shift transition. Then, the shift control can be appropriately performed by setting the shift control command value for performing the switching control of the friction engagement device based on the accurately estimated output shaft torque.

  The control device for an automatic transmission for a vehicle according to the present invention includes non-transient torque estimating means for estimating an output shaft torque when the friction engagement device is not in a switching transition time, and the slip amount calculating means includes the non-transient torque calculating means. The slip amount of the drive wheel is calculated at almost the same timing as the estimated timing of the output shaft torque by the transient torque estimating means, and the characteristics stored in the storage means are the output shaft torque and the output by the non-transient torque estimating means. It may be set based on the slip amount of the drive wheel at substantially the same timing as the shaft torque. In this way, when estimating the output shaft torque at the transition transition time of the friction engagement device, the slip characteristics of the drive wheels can be updated, so that the output shaft torque of the automatic transmission at the shift transition time can be more accurately determined. Can be estimated. In the control device for an automatic transmission for a vehicle according to the present invention of this aspect, the non-transient torque acquisition means estimates the output shaft torque at timings before and after the switching transition time of the friction engagement device. You can also

  In the control apparatus for an automatic transmission for a vehicle according to the present invention, the control command value setting means uses the transmission torque of the friction engagement device to be engaged based on the output shaft torque estimated by the transient torque estimation means. It is also possible to calculate a feedback compensation amount related to the shift control command value based on a deviation from the transmission torque target value of the friction engagement device to be estimated and engaged with the estimated transmission torque.

  In the control apparatus for an automatic transmission for a vehicle according to the present invention, the control command value setting means uses the transmission torque of the friction engagement device to be engaged based on the output shaft torque estimated by the transient torque estimation means. It is also possible to correct the shift control command value so that the deviation from the target torque value of the friction engagement device that is estimated and engaged with the estimated torque is reduced before and after the correction.

  In the vehicular automatic transmission control device according to the present invention, the control command value setting means substantially applies a fastening force of the friction engagement device that is released based on the output shaft torque estimated by the transient torque estimation means. It is also possible to set a timing for setting the timing to zero, and to set the shift control command value so that the fastening force of the friction engagement device to be released becomes substantially zero at this timing.

  In addition, the control device for an automatic transmission for a vehicle according to the present invention includes a plurality of friction engagement devices provided between an input shaft that transmits a driving torque of a prime mover and an output shaft that transmits the driving torque to driving wheels. Automatic switching for a vehicle that performs switching control of a frictional engagement device to be engaged by a shift control command value for a vehicle automatic transmission that can change a gear ratio by switching a friction engagement device to be engaged A transmission control device, which is a rotation speed detection means for detecting an output shaft rotation speed, a vehicle body speed acquisition means for acquiring a vehicle body speed, and an output with respect to a time change rate of the vehicle body speed during switching control of a friction engagement device. Torque phase determination means for determining the start of the torque phase based on the relative time change rate of the shaft rotation speed, and the shift control command value is set based on the torque phase start time determined by the torque phase determination means. And summarized in that a control command value setting means for, the.

  In the present invention, by determining the start of the torque phase based on the relative time change rate of the output shaft rotation speed with respect to the time change rate of the vehicle body speed, the acceleration / deceleration of the vehicle among the fluctuation components of the output shaft rotation speed. Since the fluctuation component due to the operation can be suppressed, the change component of the output shaft rotation speed caused by the shift to the torque phase can be extracted with high accuracy. Therefore, according to the present invention, the start time of the torque phase can be detected with high accuracy.

  In the control device for an automatic transmission for a vehicle according to the present invention, the control command value setting means is based on a time deviation between the torque phase start time and the torque phase start target time determined by the torque phase determination means. A feedback compensation amount related to the shift control command value may be calculated. In the control apparatus for an automatic transmission for a vehicle according to the present invention, the control command value setting means includes a time deviation between the torque phase start time and the torque phase start target time determined by the torque phase determination means between before and after correction. It is also possible to correct the shift control command value so as to decrease at the same time.

  In addition, the control device for an automatic transmission for a vehicle according to the present invention includes a plurality of friction engagement devices provided between an input shaft that transmits a driving torque of a prime mover and an output shaft that transmits the driving torque to driving wheels. Control device for automatic transmission for vehicle that controls switching of friction engagement device to be engaged for automatic transmission for vehicle that can change gear ratio by switching friction engagement device to be engaged The rotation speed detection means for detecting the output shaft rotation speed, the vehicle body speed acquisition means for acquiring the vehicle body speed, and the output shaft rotation speed corrected by the vehicle body speed during the switching control of the friction engagement device. An inertia phase determination means for determining the start of the inertia phase based on the control signal, and a control means for starting execution of a predetermined inertia phase control when the inertia phase determination means determines that the inertia phase is started. And it is required to.

  In the present invention, by determining the start of the inertia phase based on the output shaft rotation speed after being corrected by the vehicle body speed, the fluctuation component due to the acceleration / deceleration operation of the vehicle among the fluctuation components of the output shaft rotation speed is suppressed. Therefore, the change component of the output shaft rotation speed caused by the transition to the inertia phase can be extracted with high accuracy. Therefore, according to the present invention, the start time of the inertia phase can be detected with high accuracy.

  In the control device for an automatic transmission for a vehicle according to the present invention, the inertia phase control may include control for reducing the driving torque of the prime mover. In the control device for an automatic transmission for a vehicle according to the present invention, the engagement force of the friction engagement device to be engaged is controlled by a shift control command value, and the inertia phase control has a feedback compensation amount related to the shift control command value. It is also possible to include a control for calculating.

  Hereinafter, modes for carrying out the present invention (hereinafter referred to as embodiments) will be described with reference to the drawings.

  FIG. 1 is a diagram schematically illustrating a configuration of a vehicle drive system including a control device for an automatic transmission according to an embodiment of the present invention. The vehicle drive system including the control device of the present embodiment includes an engine 10, a torque converter 12, an automatic transmission 14, a differential gear 16, a drive tire 18, a hydraulic control device 20, and a controller 30.

  The engine 10 as a prime mover generates torque for driving the drive tire 18 on the output shaft 10-1. The torque of the engine 10 is controlled by the controller 30 and transmitted to the torque converter 12.

  The torque converter 12 is a pump impeller connected to the output shaft 10-1 of the engine 10 and a turbine impeller connected to the input shaft 14-1 of the automatic transmission 14 and to which torque is transmitted from the pump impeller via a fluid. A vehicle, a fixed impeller fixed to the housing via a one-way clutch, and a lock-up clutch that fastens the pump impeller and the turbine impeller via a damper. Since these components are well known, they are not shown in FIG. The torque converter 12 transmits the torque of the engine 10 to the input shaft 14-1 of the automatic transmission 14 via a fluid, and a rotational speed difference is generated between the pump impeller and the turbine impeller. In some cases, the torque of the engine 10 is amplified and transmitted to the input shaft 14-1 of the automatic transmission 14.

  The automatic transmission 14 includes a planetary gear mechanism provided between the input shaft 14-1 and the output shaft 14-2, a plurality of friction engagement devices for limiting the degree of freedom of rotation of the planetary gear mechanism, It has. Since these components are well known, they are not shown in FIG. Here, the friction engagement device can be realized by a one-way clutch, a clutch, or a brake. The gear ratio (the rotation speed of the input shaft 14-1 / the rotation speed of the output shaft 14-2) can be changed by switching the friction engagement devices to be engaged from among the plurality of friction engagement devices. Torque of the output shaft 14-2 of the automatic transmission 14 is transmitted to the drive tire 18 via the differential gear 16.

  The hydraulic control device 20 outputs hydraulic pressure for controlling the engaging force of the clutch and brake in the automatic transmission 14. The hydraulic pressure supplied from the hydraulic control device 20 to the clutch and the brake is controlled by a shift control command value output from the controller 30. In addition, about each structure in the hydraulic control apparatus 20, since it is a well-known thing, illustration is abbreviate | omitted in FIG.

  In the vehicle drive system of the present embodiment, a rotation speed sensor 22 that detects the rotation speed of the output shaft 10-1 of the engine 10, a rotation speed sensor 24 that detects the rotation speed of the input shaft 14-1 of the automatic transmission 14, A rotation speed sensor 26 that detects the rotation speed of the output shaft 14-2 of the automatic transmission 14 is provided. Detection signals from these rotational speed sensors 22, 24, and 26 are input to the controller 30.

  The controller 30 performs shift control by performing control to switch the friction engagement device to be engaged based on the shift control command value. Then, the controller 30 estimates the torque of the output shaft 14-2 at the transition transition of the friction engagement device, and sets the shift control command value based on the estimated torque. Here, the transition transition time of the friction engagement device indicates a time or time within a range from the torque phase start time to the inertia phase end time. The controller 30 also performs a torque phase start determination and an inertia phase start determination during switching control of the friction engagement device. Hereinafter, the configuration in the controller 30 will be described.

  FIG. 2 is a block diagram for explaining each function in the controller 30. The controller 30 includes a non-transient output shaft torque estimation unit 50, a vehicle body speed estimation unit 52, a slip speed calculation unit 54, a tire characteristic storage unit 56, a transient output shaft torque estimation unit 58, a torque phase start determination unit 60, an inertia phase. A start determination unit 62, a shift control command value calculation unit 64, and an engine torque command value calculation unit 66 are provided.

  The non-transient output shaft torque estimation unit 50 receives the rotational speed of the output shaft 10-1 of the engine 10 by the rotational speed sensor 22 and the rotational speed of the input shaft 14-1 of the automatic transmission 14 by the rotational speed sensor 24. Is done. Then, the non-transient output shaft torque estimation unit 50 calculates an estimated value of the torque of the output shaft 14-2 when the friction engagement device is not in a switching transition time, and sends it to the vehicle body speed estimation unit 52 and the tire characteristic storage unit 56. Output. The estimated torque of the output shaft 14-2 when the friction engagement device is not in the transition transition state estimated here can be estimated using a known technique, for example, as disclosed in Non-Patent Document 1 ( It can be estimated using equations 1) to (3). Here, since the torque of the output shaft 14-2 is estimated when it is not during the switching transition of the friction engagement device, that is, when it is not the torque phase and the inertia phase, the output is performed using the non-patent document 1 of the known technology. Even if the torque of the shaft 14-2 is estimated, the estimation accuracy does not decrease.

  The vehicle body speed estimation unit 52 includes the torque of the output shaft 14-2 when the friction engagement device is not switched transiently by the non-transient output shaft torque estimation unit 50, and the rotation of the output shaft 14-2 by the rotational speed sensor 26. Speed is entered. The vehicle body speed estimation unit 52 calculates an estimated value of the vehicle body speed and outputs the calculated value to the slip speed calculation unit 54 and the torque phase start determination unit 60. Details of the calculation example of the vehicle body speed here will be described later.

  The slip speed calculation unit 54 receives the vehicle body speed by the vehicle body speed estimation unit 52 and the rotation speed of the output shaft 14-2 by the rotation speed sensor 26. Then, the slip speed calculation unit 54 calculates the slip speed of the drive tire 18 and outputs it to the tire characteristic storage unit 56, the transient output shaft torque estimation unit 58, and the inertia phase start determination unit 62.

  In the tire characteristic storage unit 56, the torque of the output shaft 14-2 when the friction engagement device switching transition time by the non-transient output shaft torque estimation unit 50 is not in transition, and the slip speed of the drive tire 18 by the slip speed calculation unit 54 are stored. Entered. And the tire characteristic memory | storage part 56 memorize | stores the slip characteristic of the drive tire 18 set based on the torque and slip speed of this input output shaft 14-2. Examples of the slip characteristics stored here include characteristics between the slip speed and the front-rear force relating to the drive tire 18, or characteristics between the slip speed of the drive tire 18 and the torque of the output shaft 14-2. It is done. The slip characteristic stored in the tire characteristic storage unit 56 is used when the torque of the output shaft 14-2 is estimated by the transient output shaft torque estimation unit 58.

  The transient output shaft torque estimation unit 58 receives the slip speed of the drive tire 18 by the slip speed calculation unit 54 and the slip characteristic of the drive tire 18 stored in the tire characteristic storage unit 56. Then, the transient output shaft torque estimating unit 58 calculates an estimated value of the torque of the output shaft 14-2 during the transition transition of the friction engagement device, and outputs the estimated value to the shift control command value calculating unit 64. A method for estimating the torque of the output shaft 14-2 will be described later.

  The torque phase start determination unit 60 receives the rotation speed of the output shaft 14-2 by the rotation speed sensor 26 and the vehicle body speed by the vehicle body speed estimation unit 52. Then, the torque phase start determination unit 60 performs torque phase start determination based on the input rotation speed and vehicle body speed of the output shaft 14-2, and calculates a torque phase detection flag indicating the determination result to calculate the shift control command value. To the unit 64.

  The slip speed of the drive tire 18 from the slip speed calculation unit 54 is input to the inertia phase start determination unit 62. Then, the inertia phase start determination unit 62 performs an inertia phase start determination based on the input slip speed, and transmits an inertia phase detection flag indicating the determination result to the shift control command value calculation unit 64 and the engine torque command value calculation unit. 66.

  The engine torque command value calculation unit 66 calculates an engine torque command value and controls the torque of the engine 10 based on the command value. Further, the engine torque command value calculation unit 66 performs control to reduce the torque of the engine 10 when the inertia phase start determination unit 62 determines that the inertia phase starts.

  The shift control command value calculation unit 64 calculates a shift control command value, and controls the engagement force (supply hydraulic pressure) of the clutch and the brake with this command value. Here, the shift control command value is an open side control command value for controlling the fastening force (supply hydraulic pressure) when the engaged clutch or brake is released, and when the released clutch or brake is engaged. The engagement side control command value for controlling the fastening force (supply hydraulic pressure).

"Output shaft torque estimation process"
Next, a process for storing the slip characteristics of the drive tire 18 in the tire characteristic storage unit 56 will be described with reference to the flowchart shown in FIG. 3 to estimate the torque of the output shaft 14-2 at the transition transition of the friction engagement device. The process will be described with reference to the flowchart shown in FIG. The processes shown in FIGS. 3 and 4 are repeatedly executed every time the shift control is performed, for example. Further, when the torque of the output shaft 14-2 at the transition transition of the friction engagement device is estimated in real time during the shift control (hereinafter referred to as real time estimation), the processing shown in FIG. 3 is executed before the torque phase transition. The processing shown in FIG. 4 is executed in real time during the transition transition of the friction engagement device. On the other hand, when the torque of the output shaft 14-2 at the transition transition of the friction engagement device is estimated after the shift control is finished (hereinafter referred to as post-estimation), the processes shown in FIGS. 3 and 4 are executed after the shift control is finished. .

  In step 1 of the flowchart shown in FIG. 3, the rotational speed No. of the output shaft 14-2 of the automatic transmission 14 detected by the rotational speed sensor 26 is read. Then, the process proceeds to Step 2.

  In step 2, the torque To of the output shaft 14-2 when the friction engagement device is not in transition is estimated by the non-transient output shaft torque estimation unit 50. Here, the torque To of the output shaft 14-2 is estimated using the equations (1) to (3) disclosed in Non-Patent Document 1, for example. Then, the process proceeds to Step 3. As described above, the estimation accuracy does not decrease even if the torque To of the output shaft 14-2 is estimated using the equations (1) to (3) when the friction engagement device is not in a transitional transition time. .

  In step 3, the vehicle body speed estimation unit 52 estimates the vehicle body speed when it is not during the transitional transition of the friction engagement device. The vehicle body speed here can be calculated using, for example, a tire model shown in the following equations (4) to (6).

Mw × rw × dNw / dt = n × Kw × Nslip (4)
Nslip = No-Nw (5)
rf × To / n = Itir / rf × dNo / dt + rw × Kw × Nslip (6)

  In equations (4) to (6), Mw is the vehicle mass (known), rw is the effective rotation radius (known) of the drive tire 18, Itir is the inertia mass (known) of the drive tire 18, and rf is the differential gear 16. The final reduction ratio according to (known), n is the number of drive tires 18 (2 in FIG. 1). Nw is a value obtained by converting the vehicle body speed into the rotational speed of the output shaft 14-2 (hereinafter referred to as a vehicle body speed output shaft converted value), Nslip is the slip speed of the drive tire 18, and Kw is the slip speed Nslip of the drive tire 18. The gradient of the tire longitudinal force with respect to. Note that dNw / dt and dNo / dt indicate a time differential value (difference value) of Nw and a time differential value (difference value) of No, respectively. Further, in the equation (6), it is also possible to simplify the tire model by assuming that Itir / rf × dNo / dt << rw × Kw × Nslip and omitting the term Itir / rf × dNo / dt.

  Here, the following expression (7) is obtained from the expressions (4) and (6).

rf × To = n × Itir / rf × dNo / dt + Mw × rw ² × dNw / dt (7)

  The dNw / dt value can be calculated from the rotational speed No of the output shaft 14-2 obtained in step 1, the torque To of the output shaft 14-2 obtained in step 2, and the equation (7). The vehicle body speed output shaft converted value Nw can be calculated by calculating the integrated value (cumulative value) of / dt. Then, the process proceeds to Step 4. In step 3, since the value of dNw / dt can be obtained, the value of the longitudinal force Kw × Nslip of the drive tire 18 can be calculated from the equation (4).

  In step 4, the slip speed calculating unit 54 calculates the slip speed Nslip of the drive tire 18 when it is not during the transition transition of the friction engagement device. Here, from the rotational speed No of the output shaft 14-2 obtained in step 1, the vehicle body speed output shaft converted value Nw obtained in step 3, and the equation (5), the output shaft 14-2 in step 2 is calculated. The slip speed Nslip of the drive tire 18 at substantially the same timing as the estimated timing of the torque To can be calculated. Then, the process proceeds to Step 5. In step 4, since the value of Nslip can be obtained, the value of Kw can be calculated from equation (4).

  When performing real-time estimation, for example, a set of torque To1 and slip speed Nslip1 of the output shaft 14-2 at time t1 before the torque phase transition is calculated. On the other hand, when performing post-estimation, for example, the torque To1 of the output shaft 14-2 and the slip speed Nslip1 at time t1 before the torque phase shift, and the torque To2 of the output shaft 14-2 at time t2 after the shift control is finished. And the slip speed Nslip2 are calculated. Alternatively, a set of longitudinal force Kw × Nslip and slip speed Nslip at the same time may be calculated.

  In step 5, the slip characteristic of the drive tire 18 is set and stored in the tire characteristic storage unit 56. Then, the execution of this process ends. An example of the slip characteristics of the drive tire 18 set here is shown in FIG.

  FIG. 5A shows the slip speed Nslip of the drive tire 18 and the output shaft 14-2 based on the set of To1 and Nslip1 at time t1 and the set of To2 and Nslip2 at time t2, in order to perform post-estimation. The case where the characteristic between torque To is set is shown. In FIG. 5A, characteristics other than the set of To and Nslip at times t1 and t2 are set by linear interpolation.

  On the other hand, FIG. 5B sets the characteristics between the slip speed Nslip and the longitudinal force Kw × Nslip for the drive tire 18 based on the set of Kw × Nslip1 and Nslip1 at time t1 in order to perform real-time estimation. Indicates when to do. In FIG. 5B, characteristics other than the set of To1 and Nslip1 at time t1 are set such that the gradient is Kw. As for the longitudinal force of the driving tire 18, the driving force is positive and the braking force is negative.

  The slip characteristics to be stored in the tire characteristic storage unit 56 are further increased by further increasing the number of calculated To and Nslip pairs or Kw × Nslip and Nslip pairs, and performing a regression calculation based on these calculated pairs. It can also be set.

  Through the above processing, the slip characteristic of the drive tire 18 is stored in the tire characteristic storage unit 56. The slip characteristic stored in the tire characteristic storage unit 56 is updated every time the shift control is performed.

  Next, in step 11 of the flowchart shown in FIG. 4, the rotational speed No of the output shaft 14-2 of the automatic transmission 14 detected by the rotational speed sensor 26 is read. Then, the process proceeds to Step 12.

  In step 12, the vehicle body speed at the transition transition of the friction engagement device is estimated by the vehicle body speed estimation unit 52. Here, the following expression (8) is obtained from the expressions (4) and (5).

  Mw × rw × dNw / dt = n × Kw × (No−Nw) (8)

  The vehicle body speed output shaft converted value Nw can be calculated from the rotational speed No of the output shaft 14-2 obtained in step 11, the characteristics stored in the tire characteristic storage unit 56, and the equation (8). Then, the process proceeds to Step 13.

  In step 13, the slip speed calculation unit 54 calculates the slip speed Nslip of the drive tire 18 during the transition transition of the friction engagement device. Here, the slip speed Nslip of the drive tire 18 is calculated from the rotational speed No of the output shaft 14-2 obtained in step 11, the vehicle body speed output shaft converted value Nw obtained in step 12, and the equation (5). Can do. Then, the process proceeds to step 14.

  In step 14, the torque To of the output shaft 14-2 during the transition transition of the friction engagement device is estimated by the transient output shaft torque estimation unit 58. Here, the slip speed Nslip of the drive tire 18 obtained in step 13, the slip characteristic stored in the tire characteristic storage unit 56, and the rotational speed No (Nslip and To of the output shaft 14-2 obtained in step 11. Therefore, the torque To of the output shaft 14-2 during the transition transition of the friction engagement device can be calculated. Then, the execution of this process ends.

  Here, the result of the experiment in the case of performing the upshift control by the clutch-to-clutch shift that releases the engaged clutch or brake and engages the released clutch or brake, and the output shaft 14-2 according to the present embodiment. The estimation result of torque is shown in FIG. FIG. 6A shows time-series waveforms of the rotational speed No of the output shaft 14-2 and the vehicle body speed output shaft converted value Nw. FIG. 6B shows a time-series waveform of the slip speed Nslip of the drive tire 18. FIG. 6C shows the slip characteristics stored in the tire characteristic storage unit 56. FIG. 6D shows a time-series waveform in which the estimated value of the torque of the output shaft 14-2 based on the post-estimation of the present embodiment is compared with the detected value of the torque of the output shaft 14-2 by the sensor. As shown in FIG. 6D, the estimated value and the value detected by the sensor substantially coincide with each other even during a shift transition. Therefore, the torque of the output shaft 14-2 at the time of shifting transition can be accurately estimated by the estimation method of the present embodiment.

  The torque To of the output shaft 14-2 estimated by the transient output shaft torque estimating unit 58 is used to estimate the transmission torque of the clutch or brake to be engaged. Here, the transmission torque TB in the inertia phase of the clutch or brake to be engaged is expressed by the following equation (9) using a physical model of the automatic transmission 14.

  TB = C1 * To + C2 * dNt / dt + C3 * dNo / dt (9)

  In equation (9), dNt / dt is a time differential value (difference value) of the rotational speed Nt of the input shaft 14-1, and C1, C2, and C3 are coefficients determined from the design specifications of the automatic transmission 14. Accordingly, the torque To of the output shaft 14-2 estimated by the transient output shaft torque estimation unit 58, the time differential value (difference value) of the rotational speed Nt of the input shaft 14-1, and the rotational speed of the output shaft 14-2. From the No time differential value (difference value), the transmission torque TB in the inertia phase of the clutch or brake to be engaged can be calculated.

  The shift control command value calculation unit 64 sets a clutch or brake transmission torque target value TBr to be engaged during the inertia phase period, and calculates a feedforward operation amount related to the engagement-side control command value. Here, when the torque To of the output shaft 14-2 is estimated in real time, the feedback compensation amount related to the engagement-side control command value is changed based on the deviation between the estimated transmission torque TB and the target value TBr. Feedback control is performed by being calculated by the command value calculation unit 64. On the other hand, when the estimation after the torque To of the output shaft 14-2 is performed, the engagement-side control command value is learned so that the deviation between the estimated transmission torque TB and the target value TBr decreases before and after the correction. Correction is performed by the shift control command value calculation unit 64.

  Further, when the torque phase ends and the phase shifts to the inertia phase, the disengagement side control command value is determined by the shift control command value calculation unit 64 so that the engagement force (supply hydraulic pressure) of the clutch or brake to be disengaged is substantially zero. Is set. Here, as also shown in the vicinity of 0.9 seconds of the time series waveform of FIG. 6D, the torque To of the output shaft 14-2 at the inertia phase start time takes an extreme value (becomes a minimum). . Thus, when real-time estimation of the torque To of the output shaft 14-2 is performed, the torque To of the output shaft 14-2 estimated by the transient output shaft torque estimation unit 58 is released at the timing when it becomes an extreme value. The disengagement side control command value is set so that the engagement force (supply hydraulic pressure) of the clutch or brake to be made becomes substantially zero. On the other hand, when the estimation after the torque To of the output shaft 14-2 is performed, the time Δt0 from when the shift control is first started until the estimated torque To of the output shaft 14-2 is minimized is stored. Is done. In the next shift control, the disengagement-side control command value is set so that the clutch or brake engagement force (supply hydraulic pressure) to be disengaged is substantially zero at the timing when the time Δt0 has elapsed since the start of the shift control. Thus, learning correction of the open side control command value is performed.

"Torque phase start determination process"
Next, torque phase start determination processing in the case of upshift control will be described using the flowchart shown in FIG. This determination process is repeatedly executed at predetermined intervals during the switching control of the friction engagement device.

  In step 21, the rotational speed No. of the output shaft 14-2 of the automatic transmission 14 detected by the rotational speed sensor 26 is read. Then, the process proceeds to Step 22.

  In step 22, the vehicle body speed is estimated by the vehicle body speed estimation unit 52. The vehicle body speed here can be estimated by the same method as in step 3 of FIG. Then, the process proceeds to Step 23.

  In step 23, the vehicle body speed estimated in step 22 is corrected. Here, as shown in FIGS. 8A and 8B, the rotational speed No of the output shaft 14-2 and the vehicle body speed output shaft converted value Nw at the start of the shift control (when the shift flag is turned ON). The value of Nw is offset by the difference ΔNw. Then, the process proceeds to Step 24. FIG. 8A shows a time-series waveform of the rotational speed No of the output shaft 14-2 and the vehicle body speed output shaft converted value Nw when the upshift control by clutch-to-clutch shift is performed. ) Shows the time-series waveform of the detected value by the torque sensor of the output shaft 14-2 and the actual torque phase start time.

  In step 24, torque phase start determination is performed by the torque phase start determination unit 60. Here, as shown in FIG. 8, since the rotational speed No of the output shaft 14-2 changes due to the transition to the torque phase, the torque phase start determination with high accuracy can be performed by extracting this change. . However, the fluctuation component of the rotational speed No of the output shaft 14-2 includes a fluctuation component due to acceleration / deceleration of the vehicle in addition to the fluctuation component due to the transition to the torque phase.

  Therefore, in this embodiment, in order to suppress the influence of the fluctuation component due to the acceleration / deceleration of the vehicle, the relative time change rate of the rotation speed No of the output shaft 14-2 with respect to the time change rate of the vehicle body speed output shaft converted value Nw is set. Based on this, the torque phase start determination is performed. In the example shown in FIG. 8B, this relative time change is detected by calculating the difference between the rotational speed No of the output shaft 14-2 and the vehicle body speed output shaft converted value Nw corrected in step 23. doing. And it is determined whether the torque phase started by determining whether this difference is smaller than a negative threshold value. If the determination result is NO, the process proceeds to step 25, the torque phase detection flag is turned off, and the execution of this process is terminated. On the other hand, if this determination result is YES, the process proceeds to step 26, and the time when the difference between the rotational speed No of the output shaft 14-2 and the corrected vehicle body speed output shaft converted value Nw becomes smaller than the negative threshold value. The torque phase detection flag is turned ON as the torque phase start time, and the execution of this process is terminated.

  In step 24, the torque phase start determination can also be made by comparing the slip speed Nslip of the drive tire 18 with a threshold value, and the time when the slip speed Nslip becomes smaller than the threshold value is determined as the torque phase start time. It can also be. Furthermore, the torque phase start determination can also be made by comparing the time change rate of the slip speed Nslip of the drive tire 18 with a threshold value, and the time change rate of the slip speed Nslip is smaller than the negative threshold value. The time can also be the torque phase start time.

  FIG. 8B shows the torque phase start time according to the torque phase start determination process of the present embodiment, and FIG. 8C shows the actual torque phase start time. As shown in FIGS. 8B and 8C, the time of both is almost the same, so the torque phase start time can be accurately detected by the torque phase start determination process of the present embodiment.

  The torque phase start time detected by the torque phase start determination unit 60 is used for calculation of the engagement side control command value in the shift control command value calculation unit 64. Here, the time-series waveform of the torque of the output shaft 14-2 when the clutch-to-clutch shift control is performed without causing the rotation and tie-up of the input shaft 14-1 to occur is shown in FIG. The torque phase start time is ta in FIG. 9B, and the time-series waveform of the engagement side control command value is the waveform shown in FIG. 9A. However, even if a time series waveform of the same engagement-side control command value is output to the hydraulic control device 20, the torque phase start time is not the same as that shown in FIG. The time series waveform of the torque of the output shaft 14-2 also becomes the waveform shown in FIG. In this case, the output shaft 14-2 torque is greatly reduced and tie-up occurs.

  Therefore, in the present embodiment, learning correction of the engagement side control command value is performed according to the torque phase start time by the torque phase start determination unit 60. The shift control command value calculation unit 64 corrects the engagement-side control command value so that the time deviation between the torque phase start time and the torque phase start target time by the torque phase start determination unit 60 decreases before and after the correction. The torque phase start target time here is set as an ideal torque phase start time when the rotation of the input shaft 14-1 and the tie-up do not occur, and can be determined experimentally, for example. When the torque phase start time is earlier than the target time and a tie-up occurs as shown in the time-series waveform b in FIG. 9B, the engagement side control command value is corrected as shown in FIG. 9C. Learning correction is performed so that it decreases before and after. On the other hand, when the torque phase start time is later than the target time and the rotation of the input shaft 14-1 is blown up, learning correction is performed so that the engagement-side control command value increases before and after the correction. Here, the correction amount for performing learning correction can be set according to the time deviation, and the correction amount can be increased as the absolute value of the time deviation is larger.

  In this embodiment, feedback control related to the engagement-side control command value can be performed instead of learning correction of the engagement-side control command value. In that case, the shift control command value calculation unit 64, after the transition to the torque phase, provides feedback regarding the engagement-side control command value based on the time deviation between the torque phase start time and the torque phase start target time by the torque phase start determination unit 60. Calculate the compensation amount. By this feedback compensation amount, when the torque phase start time is earlier than the target time, the engagement side control command value after the torque phase transition is compensated so as to decrease compared to when the feedback control is not performed, and the torque phase start time becomes the target time. If it is slower, the engagement-side control command value after the torque phase shift is compensated so as to increase compared to the case where feedback control is not performed.

  Note that, based on the time deviation between the torque phase start time and the torque phase start target time by the torque phase start determination unit 60, it is also possible to perform learning correction of the open side control command value or feedback control regarding the open side control command value. is there.

"Inertia phase start determination process"
Next, inertia phase start determination processing in the case of upshift control will be described with reference to the flowchart shown in FIG. This determination process is repeatedly executed at predetermined intervals during the switching control of the friction engagement device.

  In step 31, the rotational speed No. of the output shaft 14-2 of the automatic transmission 14 detected by the rotational speed sensor 26 is read. Then, the process proceeds to step 32.

  In step 32, the vehicle body speed is estimated by the vehicle body speed estimation unit 52. The vehicle body speed here can be estimated by the same method as in Step 12 of FIG. 4 at the time of transition of the frictional engagement device, and when it is not at the transitional transition of the frictional engagement device, Step 3 of FIG. It can be estimated by a similar method. Then, the process proceeds to Step 33.

  In step 33, the slip speed Nslip of the drive tire 18 is calculated by the slip speed calculation unit 54. The slip speed Nslip here can be calculated by a method similar to Step 4 in FIG. 3 and Step 13 in FIG. Then, the process proceeds to step 34.

  In step 34, the inertia phase start determination is performed by the inertia phase start determination unit 62. Here, FIG. 11 shows an experimental result when the upshift control by the clutch-to-clutch shift is performed. FIG. 11A shows a time series waveform of the rotational speed No of the output shaft 14-2 and the vehicle body speed output shaft converted value Nw, FIG. 11B shows a time series waveform of the slip speed Nslip of the drive tire 18, FIG. 11C shows the time series waveform of the detected value by the torque sensor of the output shaft 14-2 and the actual inertia phase start time. As shown in the experimental results of FIG. 11, the torque To of the output shaft 14-2 at the inertia phase start time takes an extreme value (becomes a minimum), and the change in the torque To of the output shaft 14-2 is the output shaft 14-2. Appears in the change of the rotation speed No. Therefore, the inertia phase start determination can be performed with high accuracy by extracting the change. However, the fluctuation component of the rotational speed No. of the output shaft 14-2 includes a fluctuation component due to acceleration / deceleration of the vehicle in addition to the fluctuation component due to the transition to the inertia phase.

  Therefore, in this embodiment, in order to suppress the influence of the fluctuation component due to acceleration / deceleration of the vehicle, the rotational speed No of the output shaft 14-2 is corrected by the vehicle body speed output shaft converted value Nw, and the output shaft after this correction is performed. The inertia phase start determination is performed based on the rotational speed No of 14-2. In the example shown in FIG. 11B, the output shaft 14-2 is calculated by calculating the difference between the rotational speed No of the output shaft 14-2 and the vehicle body speed output shaft converted value Nw, that is, the slip speed Nslip of the drive tire 18. Is corrected. Then, the start of the inertia phase is detected by detecting the time at which the slip speed Nslip of the drive tire 18 in the predetermined period takes the minimum value. The predetermined period here can be set experimentally, for example. If the decision result in the step 34 is NO, that is, if the minimum value of the slip speed Nslip is not detected, the process proceeds to a step 35, the inertia phase detection flag is turned OFF, and the execution of this process is ended. On the other hand, if the determination result in step 34 is YES, that is, if the minimum value of the slip speed Nslip is detected, the process proceeds to step 36, and the inertia phase detection is performed with the time when the slip speed Nslip of the drive tire 18 takes the minimum value as the inertia phase start time. The flag is turned ON and the execution of this process is terminated.

  In step 34, the inertia phase start determination can also be made by comparing the time change rate of the slip speed Nslip of the drive tire 18 with a threshold value, and the time change rate of the slip speed Nslip is a positive threshold value. The time when it becomes larger can also be used as the inertia phase start time.

  FIG. 11B shows the inertia phase start time according to the inertia phase start determination process of the present embodiment, and FIG. 11C shows the actual inertia phase start time. As shown in FIGS. 11B and 11C, the times of the two substantially coincide with each other, so that the inertia phase start time can be accurately detected by the inertia phase start determination process of the present embodiment.

  If it is determined in step 34 that the phase has shifted to the inertia phase, execution of predetermined inertia phase control is started. As shown in FIG. 12, the inertia phase control here includes control for reducing the torque of the engine 10 and feedback control related to the engagement-side control command value. At this time, the engine torque command value calculation unit 66 performs control to reduce the torque of the engine 10 by delaying the ignition timing of the engine 10, for example, as shown in FIG. On the other hand, the shift control command value calculation unit 64 sets the clutch or brake transmission torque target value TBr to be engaged as described above, and the clutch or brake transmission torque to be engaged as shown in FIG. Based on the deviation between TB and the target value TBr, a feedback compensation amount related to the engagement-side control command value is calculated. Here, the transmission torque TB of the clutch or brake to be engaged can be estimated using, for example, the above-described equation (9). By this inertia phase control, a shift shock when pulling the rotation speed Nt of the input shaft 14-1 to the rotation speed determined by the rotation speed No of the output shaft 14-2 and the speed ratio of the next stage is suppressed.

  As for feedback control related to the engagement-side control command value performed at the start of the inertia phase, instead of the clutch or brake transmission torque target value TBr to be engaged, as shown in FIG. It may be performed by setting a target value for a rotational speed of 1 or a target value for a temporal change (rotational acceleration) of the rotational speed of the input shaft 14-1.

  As described above, in the present embodiment, the characteristic between the slip speed Nslip and the longitudinal force Kw × Nslip related to the drive tire 18 or the slip speed Nslip of the drive tire 18 and the torque To of the output shaft 14-2. The torque To of the output shaft 14-2 at the transition of the friction engagement device is estimated from the stored characteristics and the slip speed Nslip at the transition of the friction engagement device. Thus, by estimating the torque To of the output shaft 14-2 using the slip characteristic of the drive tire 18, the torque To of the output shaft 14-2 at the time of switching transition of the friction engagement device is accurately estimated. be able to.

  Further, in the present embodiment, the torque To of the output shaft 14-2 when it is not during the switching transition of the friction engagement device and the slip speed Nslip at almost the same timing as the torque To are calculated, and the calculated output shaft The slip characteristics of the drive tire 18 are set based on the set of the torque To and the slip speed Nslip 14-2. Here, when the road surface friction coefficient fluctuation or the load fluctuation of the driving tire 18 occurs, the slip characteristic of the driving tire 18 changes, and an error occurs in the estimated torque To of the output shaft 14-2. . However, in the present embodiment, when estimating the torque To of the output shaft 14-2, the slip characteristic of the drive tire 18 is updated, so that the torque of the drive tire 18 when the torque To of the output shaft 14-2 is estimated is updated. Slip characteristics can be set with high accuracy. Accordingly, it is possible to estimate the torque To of the output shaft 14-2 at the time of switching transition of the friction engagement device with higher accuracy.

  Then, the transmission torque TB of the clutch or brake to be engaged in the inertia phase period can be accurately estimated using the torque To of the output shaft 14-2 at the time of switching transition of the friction engagement device. By performing control for causing the estimated transmission torque TB to follow the transmission torque target value TBr, it is possible to suppress a shift shock when the rotational speed Nt of the input shaft 14-1 is drawn during the inertia phase period. Further, the release side control command is set so that the engagement force (supply hydraulic pressure) of the clutch or brake to be released is substantially zero at the timing when the torque To of the output shaft 14-2 becomes an extreme value during the transition transition of the friction engagement device. By setting the value, the engagement force (supply hydraulic pressure) of the clutch or brake that is released at an appropriate timing can be made substantially zero.

  Further, according to the present embodiment, the fluctuation component due to the acceleration / deceleration operation of the vehicle among the fluctuation components of the rotational speed No of the output shaft 14-2 can be suppressed, so that the output shaft 14- produced by the transition to the torque phase is achieved. 2 can be extracted with high accuracy. Therefore, the start time of the torque phase can be detected with high accuracy. Then, by setting the shift control command value so that the time deviation between the detected torque phase start time and the torque phase start target time is suppressed, the rotational speed of the input shaft 14-1 is increased and the tie-up is increased. Can be suppressed.

  Moreover, according to this embodiment, since the fluctuation component by the acceleration / deceleration operation of the vehicle among the fluctuation components of the rotational speed No of the output shaft 14-2 can be suppressed, the output shaft 14- generated by the transition to the inertia phase. 2 can be extracted with high accuracy. Therefore, the start time of the inertia phase can be detected with high accuracy. And the control which reduces the torque of the engine 10 performed in an inertia phase, and the feedback control regarding an engagement side control command value can be started at an appropriate timing.

  In the above description, the case where the slip characteristic of the drive tire 18 stored in the tire characteristic storage unit 56 is updated has been described. However, the preset slip characteristic of the drive tire 18 may be stored in the tire characteristic storage unit 56. Is possible. However, since the slip characteristics of the drive tire 18 vary due to variations in the friction coefficient of the road surface and load variations of the drive tire 18, the torque of the output shaft 14-2 during the shift transition is more accurate when the slip characteristics of the drive tire 18 are updated. Can be estimated well.

  In the above description, it is also possible to use a slip ratio (a value obtained by dividing the slip speed by the vehicle body speed) instead of the slip speed of the drive tire 18. Further, the estimation of the vehicle body speed in the vehicle body speed estimation unit 52 is not limited to the estimation method using the tire model described above. For example, a known technique such as estimation based on the rotational speed of a driven tire (not shown) may be used. It can also be estimated using.

  In the above description, the case of the upshift control by clutch-to-clutch shift has been described. However, the estimation of torque of the output shaft 14-2, the torque phase start determination, and the inertia phase start determination at the time of shift transition in the present embodiment are described. The present invention can also be applied to gear shifting operations other than clutch-to-clutch gear shifting. And the estimation of the torque of the output shaft 14-2 at the time of shifting transition in the present embodiment can also be applied at the time of downshift control. Furthermore, the torque phase start determination in the present embodiment can also be applied during downshift control by overlap shift. The overlap shift here means a shift when the transmission torque capacity of the friction engagement device to be released is excessive with respect to the transmission torque capacity of the friction engagement device to be engaged.

  As mentioned above, although the form for implementing this invention was demonstrated, this invention is not limited to such embodiment at all, and it can implement with a various form in the range which does not deviate from the summary of this invention. Of course.

1 is a diagram schematically illustrating a configuration of a vehicle drive system including a control device for an automatic transmission according to an embodiment of the present invention. It is a block diagram explaining each function in a controller. It is a flowchart explaining the process which memorize | stores the slip characteristic of the drive tire performed by a controller in a tire characteristic memory | storage part. It is a flowchart explaining the process which estimates the torque of the output shaft at the time of the switching transition of the friction engagement apparatus performed by a controller. It is a figure explaining the example of the characteristic memorized by a tire characteristic storage part. It is a figure which shows an example of the experimental result at the time of performing upshift control by clutch to clutch transmission, and the estimation result of the torque of an output shaft. It is a flowchart explaining the torque phase start determination process performed by a controller. It is a figure which shows an example of the experiment result at the time of performing upshift control by clutch to clutch transmission, and a torque phase start determination result. It is a figure explaining the example which correct | amends an engagement side control command value based on a torque phase start time. It is a flowchart explaining the inertia phase start determination process performed by a controller. It is a figure which shows an example of the experiment result at the time of performing upshift control by clutch to clutch transmission, and an inertia phase start determination result. It is a figure explaining the example which starts the feedback control regarding the control which reduces the torque of an engine according to the start of an inertia phase, and the engagement side control command value.

Explanation of symbols

  10 Engine, 12 Torque Converter, 14 Automatic Transmission, 16 Differential Gear, 18 Drive Tire, 20 Hydraulic Control Device, 22, 24, 26 Rotational Speed Sensor, 30 Controller, 50 Non-Transient Output Shaft Torque Estimator, 52 Body Speed Estimating section, 54 slip speed calculating section, 56 tire characteristic storage section, 58 transient output shaft torque estimating section, 60 torque phase start determining section, 62 inertia phase start determining section, 64 shift control command value calculating section, 66 engine torque command Value calculator.

Claims (12)

By changing a friction engagement device to be engaged among a plurality of friction engagement devices provided between an input shaft to which the drive torque of the prime mover is transmitted and an output shaft that transmits the drive torque to the drive wheels, a gear ratio is switched. A control device for an automatic transmission for a vehicle that performs switching control of a friction engagement device that is engaged by a shift control command value for a vehicle automatic transmission that can be changed.
Rotation speed detection means for detecting the output shaft rotation speed;
Vehicle body speed acquisition means for acquiring vehicle body speed;
Slip amount calculating means for calculating the slip amount of the drive wheel based on the output shaft rotation speed and the vehicle body speed;
Storage means for storing a characteristic between the slip amount and the longitudinal force relating to the drive wheel or a characteristic between the slip amount of the drive wheel and the output shaft torque;
A transient torque estimating means for estimating an output shaft torque at the transition transition time of the friction engagement device based on the slip amount of the driving wheel at the transition transition time of the friction engagement device and the characteristics stored in the storage means;
Control command value setting means for setting the shift control command value based on the output shaft torque estimated by the transient torque estimating means;
A control device for an automatic transmission for vehicles, comprising: A control device for an automatic transmission for a vehicle according to claim 1,
A non-transient torque estimating means for estimating an output shaft torque when the friction engagement device is not in a switching transition;
The slip amount calculating means calculates the slip amount of the drive wheel at substantially the same timing as the estimated timing of the output shaft torque by the non-transient torque estimating means,
The characteristics stored in the storage means are set based on the output shaft torque by the non-transient torque estimation means and the slip amount of the drive wheel at substantially the same timing as the output shaft torque. Transmission control device. A control device for an automatic transmission for a vehicle according to claim 2,
The non-transient torque acquisition means estimates the output shaft torque at timings before and after the switching transition of the friction engagement device. A control device for an automatic transmission for a vehicle according to claim 1 or 2,
The control command value setting means includes
Estimating the transmission torque of the friction engagement device to be engaged based on the output shaft torque estimated by the transient torque estimation means;
A control device for an automatic transmission for a vehicle, wherein a feedback compensation amount related to the shift control command value is calculated based on a deviation from a transmission torque target value of a friction engagement device to be engaged with the estimated transmission torque. . A control device for an automatic transmission for a vehicle according to any one of claims 1 to 3,
The control command value setting means includes
Estimating the transmission torque of the friction engagement device to be engaged based on the output shaft torque estimated by the transient torque estimation means;
In the automatic transmission for a vehicle, the shift control command value is corrected so that a deviation between the estimated transmission torque and a transmission torque target value of a friction engagement device to be engaged decreases before and after the correction. Control device. A control device for an automatic transmission for a vehicle according to any one of claims 1 to 3,
The control command value setting means includes
Setting a timing at which the fastening force of the friction engagement device to be released based on the output shaft torque estimated by the transient torque estimating means is substantially zero;
A control device for an automatic transmission for a vehicle, wherein the shift control command value is set so that a fastening force of a friction engagement device to be released is substantially zero at this timing. By changing a friction engagement device to be engaged among a plurality of friction engagement devices provided between an input shaft to which the drive torque of the prime mover is transmitted and an output shaft that transmits the drive torque to the drive wheels, a gear ratio is switched. A control device for an automatic transmission for a vehicle that performs switching control of a friction engagement device that is engaged by a shift control command value for a vehicle automatic transmission that can be changed.
Rotation speed detection means for detecting the output shaft rotation speed;
Vehicle body speed acquisition means for acquiring vehicle body speed;
Torque phase determination means for determining the start of the torque phase based on the relative time change rate of the output shaft rotation speed with respect to the time change rate of the vehicle body speed during the switching control of the friction engagement device;
Control command value setting means for setting the shift control command value based on the torque phase start time determined by the torque phase determination means;
A control device for an automatic transmission for vehicles, comprising: A control device for an automatic transmission for a vehicle according to claim 7,
The control command value setting means includes
Control of an automatic transmission for a vehicle, wherein a feedback compensation amount related to the shift control command value is calculated based on a time deviation between a torque phase start time and a torque phase start target time determined by the torque phase determination means. apparatus. A control device for an automatic transmission for a vehicle according to claim 7,
The control command value setting means includes
The automatic transmission for a vehicle, wherein the shift control command value is corrected so that a time deviation between the torque phase start time and the torque phase start target time determined by the torque phase determination means decreases before and after the correction. Control device. By changing a friction engagement device to be engaged among a plurality of friction engagement devices provided between an input shaft to which the drive torque of the prime mover is transmitted and an output shaft that transmits the drive torque to the drive wheels, a gear ratio is switched. A control device for an automatic transmission for a vehicle that performs switching control of a friction engagement device to be engaged, targeting an automatic transmission for a vehicle that can be changed,
Rotation speed detection means for detecting the output shaft rotation speed;
Vehicle body speed acquisition means for acquiring vehicle body speed;
An inertia phase determination means for determining the start of the inertia phase based on the output shaft rotation speed corrected by the vehicle body speed during the switching control of the friction engagement device;
Control means for starting execution of predetermined inertia phase control when the inertia phase determination means determines that the inertia phase starts;
A control device for an automatic transmission for vehicles, comprising: A control device for an automatic transmission for a vehicle according to claim 10,
The inertia phase control includes a control for reducing the driving torque of the prime mover, and a control device for an automatic transmission for a vehicle. A control device for an automatic transmission for a vehicle according to claim 10 or 11,
The fastening force of the friction engagement device to be engaged is controlled by the shift control command value,
The inertia phase control includes a control for calculating a feedback compensation amount related to the shift control command value.

Images