JP2022007780A - Vehicular control apparatus - Google Patents

Abstract

To suppress the occurrence of shock due to clattering in a shift from a driven state to a driving state during an upshift transition of an automatic transmission.SOLUTION: During an upshift transition of an automatic transmission 22 due to an increase in a vehicular speed V with an accelerator turned off and a vehicle is shifting from a driven state to a driving state, and in a case where an absolute value of a differential rotation speed ΔNei is small, an engage side hydraulic pressure slope d(PRe)/dt at the time of increasing engaging torque Tcb of an engage-side engagement device CBe during the upshift transition is reduced in comparison with a case where the aforementioned absolute value is large. This allows an AT input rotation speed Ni to gently decrease, thus suppressing a rapid play-narrowing when reversing a direction in which a play between components constituting the automatic transmission 22 is narrowed in the process of a vehicular state shifting from the driven state to the driving state. Therefore, it is possible to suppress the occurrence of shock due to clattering in a shift from the driven state to the driving state during an upshift transition of the automatic transmission 22.SELECTED DRAWING: Figure 3

Description

The present invention relates to a vehicle control device including a driving force source, a fluid transmission device, and an automatic transmission in which the power of the driving force source is transmitted via the fluid transmission device.

It comprises a driving force source, a fluid transmission device, and an automatic transmission in which the power of the driving force source is transmitted via the fluid transmission device, and the automatic transmission is among a plurality of engaging devices. A vehicle control device is well known in which any of a plurality of gear stages is formed by any engagement. For example, the control device for an automatic transmission described in Patent Document 1 is that. In the vehicle equipped with the automatic transmission, various controls for suppressing the shift shock of the automatic transmission are adopted. For example, in Patent Document 1, when the power-on-downshift of the automatic transmission is predicted as the next shift, the engagement with the engaging-side engaging device to be engaged when executing the next shift is started in advance. By supplying hydraulic pressure to put the vehicle in a standby state immediately before the shift, it is possible to prevent a shift shock caused by starting the next shift during the first shift, while also downshifting to gears two or more steps apart. It is disclosed to perform with high response.

Japanese Unexamined Patent Publication No. 2008-275001

By the way, for example, if an upshift is performed due to an increase in vehicle speed while the vehicle is traveling on a downhill road where the vehicle speed increases even when the accelerator is off, the input rotation speed of the automatic transmission decreases in the process of decreasing the upshift transition. , The input rotation speed of the automatic transmission is lower than the rotation speed of the driving force source, and although the accelerator is off, the vehicle state may change from the driven state to the driving state. In such a case, a shock may occur due to the backlash caused by reversing the direction in which the backlash between the components constituting the automatic transmission is packed.

The present invention has been made in the background of the above circumstances, and an object of the present invention is to cause a shock due to rattling when transitioning from a driven state to a driven state during an upshift transition of an automatic transmission. An object of the present invention is to provide a vehicle control device capable of suppressing the occurrence.

The gist of the first invention is to include (a) a driving force source, a fluid type transmission device, and an automatic transmission in which the power of the driving force source is transmitted via the fluid type transmission device. The automatic transmission is a control device for a vehicle in which any one of a plurality of gear stages is formed by engaging any of the plurality of engaging devices, and (b) an accelerator. During the upshift transition of the automatic transmission due to the increase in vehicle speed while the vehicle is off, the driving force is changed from the driven state in which the rotation speed of the input rotating member of the automatic transmission is higher than the rotation speed of the driving force source. When the vehicle state transitions to a driving state in which the rotation speed of the source is higher than the rotation speed of the input rotating member, the difference rotation between the rotation speed of the driving force source and the rotation speed of the input rotating member When the absolute value of the speed is small, the torque capacity of the engaging side engaging device engaged during the upshift transient of the engaging device is increased as compared with the case where the absolute value of the difference rotation speed is large. The purpose is to reduce the ascending gradient of the engaging pressure of the engaging side engaging device at the time of making the engagement device.

According to the first invention, when the vehicle state changes from the driven state to the driven state during the upshift transition of the automatic transmission due to the increase in the vehicle speed while the accelerator is off, the rotational speed of the driving force source and the automatic operation. Difference from the rotational speed of the input rotating member of the transmission When the absolute value of the rotational speed is small, the engagement of the engaging side engaging device when increasing the torque capacity of the engaging side engaging device is compared with the case where it is large. Since the pressure ascending gradient is reduced, the rotational speed decreasing gradient of the input rotating member of the automatic transmission is made gentle, and between the parts constituting the automatic transmission in the process of transitioning from the driven state to the driving state. Sudden backlash filling when the direction in which the backlash is packed is reversed is suppressed. Therefore, it is possible to suppress the generation of shock due to rattling when transitioning from the driven state to the driven state during the upshift transition of the automatic transmission.

It is a figure explaining the schematic structure of the vehicle to which this invention is applied, and also is the figure explaining the main part of the control function and the control system for various control in a vehicle. It is a figure which shows the setting example of the hydraulic pressure gradient on the engaging side according to the difference rotation speed. It is a flowchart explaining the main part of the control operation of an electronic control device, and is a control operation for suppressing the occurrence of a shock due to rattling when transitioning from a driven state to a driven state during an upshift transition of an automatic transmission. It is a flowchart to explain. It is a figure which shows an example of the time chart when the control operation shown in the flowchart of FIG. 3 is executed.

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

FIG. 1 is a diagram illustrating a schematic configuration of a vehicle 10 to which the present invention is applied, and is a diagram illustrating a main part of a control function and a control system for various controls in the vehicle 10. In FIG. 1, the vehicle 10 includes an engine 12, drive wheels 14, and a power transmission device 16 provided in a power transmission path between the engine 12 and the drive wheels 14.

The engine 12 is a driving force source for the vehicle 10. The engine 12 is a known internal combustion engine such as a gasoline engine or a diesel engine. The engine 12 is an engine torque Te which is an output torque of the engine 12 by controlling an engine control device 50 including a throttle actuator, a fuel injection device, an ignition device, and the like provided in the vehicle 10 by an electronic control device 80 described later. Is controlled.

The power transmission device 16 is an output rotation member of the torque converter 20 connected to the engine 12, the automatic transmission 22 connected to the torque converter 20, and the automatic transmission 22 in the case 18 as a non-rotating member attached to the vehicle body. It is provided with a reduction gear mechanism 26 connected to the transmission output gear 24, a differential gear 28 connected to the reduction gear mechanism 26, and the like. Further, the power transmission device 16 includes a pair of drive shafts 30 and the like connected to the differential gear 28. In the power transmission device 16, the power output from the engine 12 is sequentially transmitted to the drive wheels 14 via the torque converter 20, the automatic transmission 22, the reduction gear mechanism 26, the differential gear 28, the drive shaft 30, and the like. Unless otherwise specified, the above-mentioned power agrees with torque and force.

The torque converter 20 is arranged in a power transmission path between the engine 12 and the automatic transmission 22, and is a fluid transmission device including a pump impeller 20p and a turbine impeller 20t. The pump impeller 20p is an input member of the torque converter 20 and is connected to the crank shaft 32 of the engine 12. The turbine impeller 20t is an output member of the torque converter 20 and is connected to the transmission input shaft 34. The transmission input shaft 34 is an input rotating member of the automatic transmission 22, and is integrally formed with a turbine shaft that is rotationally driven by, for example, a turbine impeller 20t.

The automatic transmission 22 constitutes a part of the power transmission path between the engine 12 and the drive wheels 14, and is a stepped transmission in which the power of the engine 12 is transmitted via the torque converter 20. The automatic transmission 22 is a known planetary gear type automatic transmission including, for example, a plurality of sets of planetary gear devices and a plurality of engaging devices. In this embodiment, when each of the plurality of engaging devices is not particularly distinguished, it is referred to as an engaging device CB.

The engagement device CB is a hydraulic engagement device composed of a wet multi-plate or single-plate clutch or brake pressed by a hydraulic actuator, a band brake tightened by the hydraulic actuator, or the like. The engaging device CB has its own torque capacity due to each engaging hydraulic pressure PRcb of the pressure-adjusted engaging device CB output from each solenoid valve SL or the like in the hydraulic control circuit 52 provided in the vehicle 10, for example. By changing a certain engagement torque Tcb, the operating state such as the engaged state, the released state, and the slip state can be switched. The engagement hydraulic pressure PRcb is an engagement pressure with respect to the engagement device CB for switching the operating state of the engagement device CB.

In the automatic transmission 22, each rotating element of the plurality of sets of planetary gears is partially connected to each other directly or indirectly via the engaging device CB, or the transmission input shaft 34, the case 18, and the like. Alternatively, it is connected to the transmission output gear 24.

The automatic transmission 22 has a gear ratio γ (= AT input rotation speed Ni / AT output rotation speed No) due to engagement of, for example, a predetermined engagement device, which is one of the engagement devices CB. A stepped transmission in which any one of a plurality of different gears (also referred to as a gear) is formed. The AT input rotation speed Ni is the rotation speed of the transmission input shaft 34, that is, the input rotation speed of the automatic transmission 22. Further, the AT input rotation speed Ni is the same value as the turbine rotation speed Nt, which is the rotation speed of the turbine shaft rotationally driven by the turbine impeller 20t. The AT output rotation speed No is the rotation speed of the transmission output gear 24, that is, the output rotation speed of the automatic transmission 22.

In the automatic transmission 22, for example, a plurality of forward gear stages such as the 1st speed gear stage 1st and the 2nd speed gear stage 2nd, and each gear stage of the 1st speed reverse gear stage Rev are formed. The gear ratio γ of the 1st gear stage 1st is the largest, and the gear ratio γ on the higher side becomes smaller. Further, for example, when any of the engaging devices CB is released, the automatic transmission 22 is put into a neutral state in which no gear stage is formed. The neutral state of the automatic transmission 22 is, for example, a state in which the automatic transmission 22 cannot transmit power.

In the automatic transmission 22, the gear stages formed according to the accelerator operation of the driver (that is, the driver), the vehicle speed V, and the like are switched by the electronic control device 80 described later, that is, a plurality of gear stages are selectively formed. To. For example, in the shift control of the automatic transmission 22, the shift is executed by gripping any one of the engaging devices CB, that is, the shifting is executed by switching between the engagement and the disengagement of the engagement device CB, so-called. Clutch-to-clutch shift is performed. In this embodiment, the engaging device released during the shift transition of the automatic transmission 22 of the engaging device CB is referred to as a release side engaging device CBr, and the shifting of the automatic transmission 22 of the engaging device CB is performed. The engaging device engaged during the transition is referred to as an engaging side engaging device CBe.

Further, the vehicle 10 is provided with a mechanical oil pump 54. The oil pump 54 is connected to the pump impeller 20p and is rotationally driven by the engine 12 to discharge the hydraulic oil OIL used in the power transmission device 16. The hydraulic oil OIL discharged by the oil pump 54 is supplied to the hydraulic control circuit 52. The hydraulic pressure control circuit 52 supplies each engaging hydraulic pressure PRcb of the engaging device CB whose pressure is adjusted based on the hydraulic oil OIL discharged by the oil pump 54. The hydraulic oil OIL is also used as a lubricating oil for lubricating each part of the power transmission device 16, a fluid flowing in the torque converter 20, and the like.

Further, the vehicle 10 includes an electronic control device 80 as a controller including a control device of the vehicle 10 related to, for example, switching control of an operating state of the engagement device CB. The electronic control device 80 includes, for example, a so-called microcomputer provided with a CPU, RAM, ROM, an input / output interface, etc., and the CPU uses a temporary storage function of the RAM and follows a program stored in the ROM in advance. Various controls of the vehicle 10 are executed by performing signal processing. The electronic control device 80 includes computers for engine control, hydraulic control, and the like, if necessary.

The electronic control device 80 includes various sensors provided in the vehicle 10 (for example, engine rotation speed sensor 60, turbine rotation speed sensor 62, output rotation speed sensor 64, accelerator opening sensor 66, throttle valve opening sensor 68, brake). Various signals based on the detected values by the pedal sensor 70, G sensor 72, shift position sensor 74, oil temperature sensor 76, etc. (for example, the rotation speed of the crank shaft 32, that is, the rotation speed of the engine 12, engine rotation speed Ne, turbine rotation) The AT input rotation speed Ni, which is the same value as the speed Nt, the AT output rotation speed No corresponding to the vehicle speed V, and the accelerator opening, which is the operation amount of the accelerator pedal provided in the vehicle 10 for making an acceleration request to the vehicle 10. θacc, throttle valve opening θth, which is the opening of the electronic throttle valve, brake-on signal Bon, which is a signal indicating that the brake pedal provided in the vehicle 10 for operating the wheel brake is being operated by the driver. The front-rear acceleration Gx and the left-right acceleration Gy of the vehicle 10, the operation position POSsh of the shift lever provided in the vehicle 10 for selecting a plurality of types of shift positions in the automatic transmission 22, and the temperature of the hydraulic oil OIL in the hydraulic control circuit 52. The hydraulic oil temperature THoil, etc.) is supplied respectively.

Further, from the electronic control device 80, various command signals and the like (for example, the engine control command signal Se for controlling the engine 12) are transmitted to each device and the like provided in the vehicle 10 (for example, the engine control device 50, the hydraulic control circuit 52, etc.). , Hydraulic control command signal Sat for controlling the operating state of the engaging device CB, etc.) are supplied respectively. This hydraulic pressure control command signal Sat is each hydraulic pressure command value for driving each solenoid valve SL that regulates each engaging hydraulic pressure PRcb supplied to each hydraulic actuator of the engaging device CB, and is output to the hydraulic pressure control circuit 52. Will be done.

The electronic control device 80 includes an engine control means, that is, an engine control unit 82, and a transmission control means, that is, a transmission control unit 84, in order to realize various controls in the vehicle 10.

The engine control unit 82 calculates the drive request amount for the vehicle 10 by the driver, for example, by applying the accelerator opening degree θacc and the vehicle speed V to the drive request amount map. The drive request amount map is a relationship obtained and stored experimentally or by design in advance, that is, a predetermined relationship. The drive required amount is, for example, the required drive torque Trdem [Nm] in the drive wheel 14. As the drive required amount, the required driving force Frdem [N] in the drive wheel 14, the required AT output torque in the transmission output gear 24, and the like can also be used. In the calculation of the drive request amount, the AT output rotation speed No or the like may be used instead of the vehicle speed V. The engine control unit 82 controls the engine 12 so as to obtain the engine torque Te that realizes the required drive torque Trdem in consideration of the transmission loss, the auxiliary load, the gear ratio γ of the automatic transmission 22, and the like. The command signal Se is output to the engine control device 50.

The transmission control unit 84 controls the operating state of the engaging device CB in the automatic transmission 22. The transmission control unit 84 determines the shift of the automatic transmission 22 by using, for example, a shift map having a predetermined relationship, and the engaging device CB so as to switch the gear stage of the automatic transmission 22 as necessary. The hydraulic control command signal Sat for switching the operating state and executing the shift control is output to the hydraulic control circuit 52. The shift map has, for example, a predetermined relationship having a shift line for determining the shift of the automatic transmission 22 on two-dimensional coordinates with the vehicle speed V and the required drive torque Trdem as variables. In the shift map, the AT output rotation speed No or the like may be used instead of the vehicle speed V, or the required driving force Frdem, the accelerator opening θacc, the throttle valve opening θth, or the like may be used instead of the required driving torque Trdem. May be.

By the way, while the vehicle is running on a downhill road, the vehicle speed increases even when the accelerator is off. Therefore, the automatic transmission is performed in the driven state of the vehicle 10 in which the AT input rotation speed Ni is higher than the engine rotation speed Ne. The machine 22 may be upshifted. In such a case, during the upshift transition of the automatic transmission 22, the accelerator is off due to the reduction of the AT input rotation speed Ni, that is, the inertia by the engagement hydraulic pressure PRcb of the engagement side engagement device CBe. However, the vehicle state may be changed to the driving state of the vehicle 10, which is a vehicle state in which the engine rotation speed Ne is higher than the AT input rotation speed Ni. Then, during the upshift transition of the automatic transmission 22, the transition from the driven state to the driving state of the vehicle 10 reduces the internal backlash of the automatic transmission 22, that is, the backlash between the parts constituting the automatic transmission 22. There is a risk that a shock will occur due to rattling caused by the reversal of. In this embodiment, the engaging hydraulic pressure PRcb of the engaging side engaging device CBe is referred to as an engaging side hydraulic pressure PRe, and the engaging hydraulic pressure PRcb of the releasing side engaging device CBr is referred to as a releasing side hydraulic pressure PRr.

Therefore, in order to suppress the occurrence of a shock due to rattling, the electronic control device 80 shifts the vehicle state from the driven state to the driven state during the upshift transition of the automatic transmission 22 due to the increase in the vehicle speed V while the accelerator is off. In this case, the ascending gradient of the engaging-side hydraulic pressure PRe when increasing the engaging torque Tcb of the engaging-side engaging device CBe is made smaller than in the case where the vehicle state does not transition from the driven state to the driven state. The accelerator off is, for example, a state in which it can be determined that the accelerator pedal is not depressed by the driver, and the accelerator opening degree θacc is zero or substantially zero. In this embodiment, the ascending gradient of the engaging side hydraulic pressure PRe is referred to as the engaging side hydraulic pressure gradient d (PRe) / dt [kPa / ms].

Specifically, the electronic control device 80 further realizes a function of suppressing the generation of shock due to rattling when transitioning from the driven state to the driven state during the upshift transition of the automatic transmission 22. , That is, a state determination unit 86 is provided.

The state determination unit 86 determines whether or not the automatic transmission 22 is in the upshift transition based on, for example, the hydraulic control command signal Sat. In particular, the state determination unit 86 determines whether or not the automatic transmission 22 is in an upshift transition due to an increase in vehicle speed V while the accelerator is off.

When the state determination unit 86 determines that the automatic transmission 22 is in the upshift transition, it determines whether or not the vehicle state is the driven state. The state determination unit 86 determines whether or not the vehicle state is the driven state based on whether or not the driven determination flag FGdvn is satisfied, that is, whether or not the driven determination flag FGdvn is ON (= ON). Is determined. The condition for establishing the driven determination flag FGdvn is, for example, "engine rotation speed Ne <AT input rotation speed Ni". The electronic control device 80 turns on the driven determination flag FGdvn when the condition for satisfying the driven determination flag FGdvn is satisfied.

When the state determination unit 86 determines that the upshift transition of the automatic transmission 22 is in progress and determines that the driven determination flag FGdvn is on, the upshift of the automatic transmission 22 proceeds. It is determined whether or not there is an engagement torque Tcb of the engagement side engagement device CBe required for the above. The state determination unit 86 is necessary for the upshift of the automatic transmission 22 to proceed based on whether or not the shift progress determination flag FGshp is satisfied, that is, whether or not the shift advance determination flag FGshp is on. It is determined whether or not there is an engagement torque Tcb of the engagement side engagement device CBe. For example, if the input torque to the automatic transmission 22 is constant, such as when the accelerator is off, the upshift is advanced while maintaining the value of the hydraulic pressure PRe on the engaging side when the upshift starts to proceed. That is, if the AT input rotation speed Ni starts to decrease from the synchronous rotation speed before the upshift to the synchronous rotation speed after the upshift, the upshift is advanced by the engaging side hydraulic pressure PRe at that time. Therefore, the condition for establishing the shift progress determination flag FGshp is, for example, "AT output rotation speed No x gear ratio γ-AT input rotation speed Ni in the gear stage before upshift> shift progress determination threshold TSshp". The “AT output rotation speed No × gear ratio γ in the gear stage before the upshift” is the synchronous rotation speed before the upshift of the AT input rotation speed Ni. The shift progress determination threshold TSshp is, for example, a predetermined determination value at which it can be determined that the AT input rotation speed Ni has surely started to decrease from the synchronous rotation speed before the upshift to the synchronous rotation speed after the upshift. For example, 30 [rpm]. The electronic control device 80 turns on the shift progress determination flag FGshp when the condition for establishing the shift progress determination flag FGshp is satisfied.

The state determination unit 86 determines whether or not the vehicle state is in the state of transitioning from the driven state to the driving state by determining whether or not both the driven determination flag FGdvn and the shift progress determination flag FGshp are satisfied. judge. By detecting the transition state from the driven state to the driving state of the vehicle state by the establishment of the driven judgment flag FGdvn and the shift progress judgment flag FGshp, only the condition where the shock due to the internal backlash of the automatic transmission 22 occurs is extracted. be able to.

When the state determination unit 86 determines that the vehicle state is in the state of transitioning from the driven state to the drive state during the upshift transition of the automatic transmission 22, the transmission control unit 84 determines the state determination unit 86. The engagement side hydraulic gradient d (PRe) when the engagement torque Tcb of the engagement side engagement device CBe is increased as compared with the case where it is determined that the vehicle state is not the state of transition from the driven state to the drive state. Set / dt to a small value.

Further, when the state determination unit 86 determines that the vehicle state is in the state of transitioning from the driven state to the drive state during the upshift transition of the automatic transmission 22, the transmission control unit 84 rotates the engine. The difference between the speed Ne and the AT input rotation speed Ni The engagement side hydraulic gradient d (PRe) when the engagement torque Tcb of the engagement side engagement device CBe is increased according to the rotation speed ΔNei (= Ne-Ni). Set / dt.

FIG. 2 is a chart showing an example of setting the engagement side hydraulic gradient d (PRe) / dt according to the difference rotation speed ΔNei. In FIG. 2, when the absolute value of the differential rotation speed ΔNei is small and large so that the engaging side hydraulic gradient d (PRe) / dt is reduced when the vehicle state transitions from the driven state to the driven state. In comparison, the hydraulic gradient d (PRe) / dt on the engaging side is smaller. Reducing the engagement-side hydraulic gradient d (PRe) / dt also includes setting the engagement-side hydraulic gradient d (PRe) / dt to zero. For example, at the time when the vehicle state changes from the driven state to the driven state or in the vicinity thereof, the hydraulic gradient d (PRe) / dt on the engaging side is set to zero, and the larger the absolute value of the differential rotation speed ΔNei, the more the relationship. The hydraulic gradient d (PRe) / dt on the side is increased. By reducing the hydraulic gradient d (PRe) / dt on the engaging side when the vehicle state transitions from the driven state to the driven state, the collision energy when the internal backlash of the automatic transmission 22 is clogged is reduced. It is possible to reduce the shock caused by the internal backlash of the automatic transmission 22. The setting example of the hydraulic gradient d (PRe) / dt on the engaging side as shown in FIG. 2 is a case where the vehicle state changes from the driven state to the driven state during the upshift transition of the automatic transmission 22. These are the set values of, and all of the set values are smaller than the set values when the vehicle state does not change from the driven state to the driven state during the upshift transition of the automatic transmission 22.

In this way, in order to suppress the occurrence of shock due to rattling, the electronic control device 80 changes from the driven state to the driven state during the upshift transition of the automatic transmission 22 due to the increase in the vehicle speed V while the accelerator is off. When the absolute value of the difference rotation speed ΔNei is small, the engagement torque Tcb of the engagement side engagement device CBe during the upshift transition is increased as compared with the case where the absolute value of the difference rotation speed ΔNei is large. Decrease the engagement side hydraulic gradient d (PRe) / dt when increasing.

When the state determination unit 86 determines that the vehicle state is in the state of transition from the driven state to the drive state, the state determination unit 86 determines whether or not the upshift of the automatic transmission 22 by the transmission control unit 84 has been completed. do. The state determination unit 86 causes the automatic transmission 22 to be upshifted by the transmission control unit 84 based on whether or not the shift completion determination flag FGshf is satisfied, that is, whether or not the shift completion determination flag FGshf is on. Determine if it was completed. The condition for establishing the shift completion determination flag FGshf is, for example, "| AT output rotation speed No x gear ratio γ-AT input rotation speed Ni in the gear stage after upshift | <shift completion determination threshold TSshf". “AT output rotation speed No × gear ratio γ in the gear stage after upshift” is the synchronous rotation speed after upshift of the AT input rotation speed Ni. The shift completion determination threshold value TSshf is, for example, a predetermined determination value at which it can be determined that the AT input rotation speed Ni is synchronized with the synchronous rotation speed after the upshift, and is, for example, 5 [rpm]. The electronic control device 80 turns on the shift completion determination flag FGshf when the condition for establishing the shift completion determination flag FGshf is satisfied.

The transmission control unit 84 determines that the shift completion determination flag FGshf is on by the state determination unit 86 during execution of control for setting the engagement side hydraulic gradient d (PRe) / dt according to the difference rotation speed ΔNei. If so, the control for setting the engaging side hydraulic gradient d (PRe) / dt is completed.

FIG. 3 is a flowchart illustrating a main part of the control operation of the electronic control device 80, in which a shock is generated due to rattling during the transition from the driven state to the driven state during the upshift transition of the automatic transmission 22. It is a flowchart explaining the control operation for suppressing, and is executed repeatedly, for example. FIG. 4 is a diagram showing an example of a time chart when the control operation shown in the flowchart of FIG. 3 is executed.

In FIG. 3, first, in step S10 corresponding to the function of the state determination unit 86 (hereinafter, step is omitted), it is determined whether or not the automatic transmission 22 is in the upshift transition. If the judgment of S10 is denied, this routine is terminated. If the determination in S10 is affirmed, it is determined in S20 corresponding to the function of the state determination unit 86 whether or not the driven determination flag FGdvn is on. If the judgment of S20 is denied, this routine is terminated. If the determination in S20 is affirmed, it is determined in S30 corresponding to the function of the state determination unit 86 whether or not the shift progress determination flag FGshp is on. If the judgment of S30 is denied, this routine is terminated. If this determination in S30 is affirmed, the engaging side hydraulic gradient d (PRe) / dt is set according to the differential rotation speed ΔNei in S40 corresponding to the function of the transmission control unit 84. Next, in S50 corresponding to the function of the state determination unit 86, it is determined whether or not the shift completion determination flag FGshf is on. If the determination of S50 is denied, the above S30 is executed. If the judgment of S50 is affirmed, this routine is terminated.

FIG. 4 shows an example of an embodiment in which the vehicle speed V is increased while the accelerator is off with the brake off, for example, on a downhill road. In FIG. 4, the time point t1 indicates the time point when the upshift of the automatic transmission 22 from the 1st speed gear stage 1st to the 2nd speed gear stage 2nd, which is determined by the increase in the vehicle speed V, is started. After the start of the upshift of the automatic transmission 22, the AT input rotation speed Ni exceeds the engine rotation speed Ne due to a further increase in the vehicle speed V, so that the driven determination flag FGdvn is established (see time point t2). In this state, the upshift of the automatic transmission 22 is advanced, and the AT input rotation speed Ni starts to decrease from the synchronous rotation speed before the upshift to the synchronous rotation speed after the upshift. The determination flag FGshp is established (see time point t3). As a result, the transition state from the driven state of the vehicle state to the driven state is detected. In the comparative example shown by the broken line, the engaging-side hydraulic pressure PRe has an engaging-side hydraulic gradient d (PRe) / dt when the vehicle state does not transition from the driven state to the driving state during the upshift transition of the automatic transmission 22. The command value is output. Therefore, the downward gradient of the AT input rotation speed Ni after the time t3 is relatively large, and a relatively large shock is generated due to the internal backlash of the automatic transmission 22 (front-back acceleration which is a detection value of the G sensor 72). See part A of Gx). On the other hand, in this embodiment shown by the solid line, the value is smaller than that of the comparative example, and the smaller the absolute value of the difference rotation speed ΔNei is, the smaller the value is, the hydraulic gradient d (PRe) on the engaging side. The command value of the engaging side hydraulic pressure PRe that becomes / dt is output (see part B). As a result, the downward gradient of the AT input rotation speed Ni after the time t3 is relatively small (see part C), and the shock due to the internal backlash of the automatic transmission 22 is suppressed (see part D of the front-rear acceleration Gx). The engine rotation speed Ne shown by the alternate long and short dash line is common to this embodiment and the comparative example.

As described above, according to the present embodiment, when the vehicle state transitions from the driven state to the driven state during the upshift transition of the automatic transmission 22 due to the increase in the vehicle speed V while the accelerator is off, the difference rotation speed When the absolute value of ΔNei is small, the engagement side hydraulic gradient d (PRe) / dt when increasing the engagement torque Tcb of the engagement side engagement device CBe during the upshift transient is smaller than when it is large. Therefore, when the downward gradient of the AT input rotation speed Ni is made gentle and the direction in which the backlash between the parts constituting the automatic transmission 22 is reduced is reversed in the process of transitioning the vehicle state from the driven state to the driven state. Sudden backlash is suppressed. Therefore, it is possible to suppress the generation of shock due to rattling when transitioning from the driven state to the driven state during the upshift transition of the automatic transmission 22.

Although the embodiments of the present invention have been described in detail with reference to the drawings, the present invention is also applicable to other aspects.

For example, in the above-described embodiment, when determining "engine rotation speed Ne <AT input rotation speed Ni", which is a condition for establishing the driven determination flag FGdvn, the rotation speed of the rotating member other than the transmission input shaft 34 is determined. The value obtained by converting the value detected by the rotation speed sensor to be detected on the transmission input shaft 34 may be used as the AT input rotation speed Ni. For example, a value (= No × γ) obtained by converting the AT output rotation speed No on the transmission input shaft 34 using the shift ratio γ of the current automatic transmission 22 may be used as the AT input rotation speed Ni. When the gear ratio γ is used, it is a case where the gear stage of the automatic transmission 22 is established.

Further, in the above-described embodiment, the engine 12 is exemplified as the driving force source of the vehicle 10, but the present invention is not limited to this embodiment. The driving force source may be a rotary machine or the like in addition to or in place of the engine 12.

Further, in the above-described embodiment, the power of the engine 12 is transmitted to the automatic transmission 22 via the torque converter 20, but the present invention is not limited to this embodiment. For example, instead of the torque converter 20, another fluid type transmission device such as a fluid coupling having no torque amplification action may be used.

Further, in the above-described embodiment, the planetary gear type automatic transmission 22 is exemplified as the automatic transmission in which the power of the engine 12 is transmitted via the torque converter 20, but the present invention is not limited to this embodiment. As this automatic transmission, in addition to the planetary gear type automatic transmission such as the automatic transmission 22, it is a synchronous meshing type parallel two-axis type automatic transmission and has two input shafts, and the input shafts of each system are provided. An automatic transmission such as a known DCT (Dual Clutch Transmission), which is a type of transmission in which an engaging device (clutch) is connected to each of them and is further connected to an even stage and an odd stage, respectively, may be used. In short, the present invention shall be applied to a vehicle equipped with an automatic transmission in which any one of a plurality of gear stages is formed by engaging any of the plurality of engaging devices. Can be done. In the case of DCT, the plurality of engaging devices correspond to the engaging devices connected to the respective input shafts of the two systems.

It should be noted that the above is only one embodiment, and the present invention can be carried out in a mode in which various changes and improvements are made based on the knowledge of those skilled in the art.

10: Vehicle 12: Engine (driving force source)
20: Torque converter (fluid transmission device)
22: Automatic transmission 34: Transmission input shaft (input rotating member)
80: Electronic control device (control device)
CB: Engagement device (multiple engagement devices)
CBe: Engaging side engaging device

Claims (1)

It comprises a driving force source, a fluid transmission device, and an automatic transmission in which the power of the driving force source is transmitted via the fluid transmission device, and the automatic transmission is among a plurality of engaging devices. A control device for a vehicle in which any of a plurality of gear stages is formed by any engagement.
During the upshift transition of the automatic transmission due to the increase in vehicle speed while the accelerator is off, the driving from the driven state in which the rotation speed of the input rotating member of the automatic transmission is higher than the rotation speed of the driving force source. When the vehicle state transitions to a driving state in which the rotation speed of the power source is higher than the rotation speed of the input rotating member, the difference between the rotation speed of the driving force source and the rotation speed of the input rotating member. When the absolute value of the rotation speed is small, the torque capacity of the engaging side engaging device engaged during the upshift transient of the engaging device is larger than that when the absolute value of the difference rotation speed is large. A vehicle control device, characterized in that the ascending gradient of the engagement pressure of the engagement-side engagement device when the increase is made is reduced.

Images