JP4821525B2 - Shift control device for automatic transmission - Google Patents

Description

  The present invention relates to a shift control device for an automatic transmission, and more particularly to return multiplexing when it is determined that engagement of an engagement-side frictional engagement element has ended based on an input shaft rotation speed and shift control ends. The present invention relates to a technique for preventing erroneous determination of the end of engagement during gear shifting.

An automatic transmission that establishes a plurality of gear stages having different gear ratios by selectively engaging a plurality of friction engagement elements is widely used in automobiles and the like. In such an automatic transmission, when the second shift is output during the first shift, the second shift for executing the second shift from the first shift control for executing the first shift is performed. In addition to switching to the shift control, when the input shaft rotation speed of the automatic transmission continues for a predetermined determination time or more and is in the vicinity of the synchronous rotation speed of the post-shift gear of the second shift, the second shift control is engaged. A shift control device has been proposed in which the engagement end determination of the engagement side frictional engagement element to be performed is performed, and the second shift control is ended in accordance with the engagement end determination (see, for example, Patent Document 1). ).
JP 2004-257460 A

  By the way, when the second shift is a return multiple shift that returns to the pre-shift gear stage of the first shift and is switched to the second shift control before the start of the inertia phase in which the input shaft rotation speed changes, the second shift control is performed. Since the input shaft rotational speed is maintained near the synchronous rotational speed of the gear stage before the first shift, that is, near the synchronous rotational speed of the post-shift gear stage of the second shift at the start of the first shift, immediately after the start of the second shift control. In some cases, the engagement end determination is made, and the engagement control of the engagement side frictional engagement element is increased to a steady value to end the shift control.

  On the other hand, in such a return multiplex shift, the friction engagement element released by the first shift control is engaged by the second shift control. For example, in the case of a hydraulic friction engagement element, the actual hydraulic pressure change is caused. Since there is a response delay, the input shaft rotational speed changes during this delay time, and when the speed shifts away from the synchronous rotational speed of the gear stage after the second shift, the engagement side friction When the engagement force of the coupling element is increased to a steady value, a shock is generated due to the difference in rotational speed.

For example, FIG. 10 shows a case in which a downshift to the second speed gear stage is performed by further depressing the accelerator pedal during the power ON upshift from the second speed gear stage to the third speed gear stage. Thus, at the time of the output of the second shift (time t ₂ ), the turbine rotational speed NT (input shaft rotational speed) is located in the vicinity of the synchronous rotational speed (ntdoki2) of the post-shift gear stage. Then, the engaging end judgment is made at the time t ₃ has elapsed predetermined determination time HanteiT, made finalization of the shift control at the time t _4, the engagement side frictional engagement as shown by a broken line The hydraulic pressure instruction value 2 of the combined element is increased at a stretch to the MAX pressure (line pressure). However, since the actual hydraulic pressure 2 controlled according to the hydraulic pressure instruction value 2 reaches the MAX pressure at time t ₅ due to a response delay of the solenoid valve, the turbine rotational speed NT increases during the delay time, and the actual hydraulic pressure When the frictional engagement element is engaged by rapidly increasing 2 to the MAX pressure, the turbine rotational speed NT is suddenly lowered as indicated by a broken line, and a shock is generated due to the change in rotational speed at this time. It is.

  On the other hand, it is conceivable that the end of engagement determination is prohibited until a predetermined waiting period elapses from the output point of the second shift, but when the engagement side frictional engagement element is actually engaged, Then, the engagement end determination and the accompanying shift end process are delayed more than necessary, and the shift response is deteriorated.

  The present invention has been made in the background of the above circumstances. The object of the present invention is to determine whether the engagement of the engagement side frictional engagement element has been completed based on the input shaft rotation speed and to perform the shift control. In the case of ending, it is to prevent erroneous determination of engagement end by delaying the engagement end determination at the time of return multiple shift, and to suppress delay of the engagement end determination more than necessary.

  In order to achieve this object, the first invention relates to (a) an automatic transmission that establishes a plurality of gear stages having different gear ratios by selectively engaging a plurality of friction engagement elements, (b) During the shift control of the automatic transmission, when the input shaft rotation speed of the automatic transmission continues for a predetermined determination time or more and is in the vicinity of the synchronous rotation speed of the post-shift gear stage, the engagement engaged in the shift control is engaged. (C) In order to execute the first shift at the time of the multiple shift in which the second shift is output during the first shift, the engagement end determination means for determining the engagement end of the engagement side frictional engagement element is provided. Switching from the first gear shift control to the second gear shift control for executing the second gear shift, and the input shaft rotation speed of the automatic transmission continues for the determination time or longer and the gear shift after the second gear shift is synchronized. The engagement end determination means when in the vicinity of the rotation speed Further, when the engagement end determination of the engagement-side frictional engagement element that is engaged in the second shift control is performed, the shift control of the automatic transmission that ends the second shift control in accordance with the engagement end determination. In the apparatus, (d) when the input shaft rotation speed of the automatic transmission at the time of the multiple shift and at the output time of the second shift is in the vicinity of the synchronous rotation speed of the post-shift gear stage of the second shift, Engagement estimating means for estimating whether or not the engagement-side frictional engagement element is in an engaged state; and (e) that the engagement-side frictional engagement element is not in an engaged state by the engagement estimation means. When estimated, the engagement end determination means delays the engagement end determination, while when the engagement estimation means estimates that the engagement side frictional engagement element is in the engaged state, The engagement end determination means as compared with the time when it is estimated that there is no match state Determination delay means for suppressing a delay of the engagement end determination due to.

  According to a second aspect of the present invention, in the shift control device for an automatic transmission according to the first aspect, the determination delay means performs a determination process by the engagement end determination means until a predetermined standby period elapses from the output point of the second shift. By prohibiting, the determination of the end of engagement is delayed, and the waiting period is set according to the estimation result of the engagement estimation means.

  According to a third aspect of the present invention, in the shift control device for an automatic transmission according to the first aspect, the determination delay unit extends the determination time when the determination process is performed by the engagement end determination unit, thereby extending the engagement. The end determination is delayed, and the determination time is set according to the estimation result of the engagement estimation means.

  According to a fourth aspect of the present invention, in the shift control device for an automatic transmission according to any one of the first to third aspects, the engagement estimation unit obtains an engagement force of the engagement-side frictional engagement element and uses the engagement force as the engagement force. Based on this, it is estimated whether or not the engagement side frictional engagement element is in an engaged state.

  In such a shift control device for an automatic transmission, when the input shaft rotation speed at the time of output of the second shift is close to the synchronous rotation speed of the gear stage after the second shift, Whether the engagement side frictional engagement element is in the engaged state is estimated by the estimation means, and when it is estimated that the engagement side frictional engagement element is not in the engagement state, the engagement end determination by the engagement end determination means is delayed. Since the input shaft rotation speed deviates from the vicinity of the synchronous rotation speed while the engagement end determination is delayed, the engagement end determination is erroneously made even when the engagement side frictional engagement element is not in the engaged state. It is prevented from being done. Thus, when the shift control is terminated by increasing the engagement force of the engagement side frictional engagement element to a steady value in accordance with the erroneous determination, the input shaft rotation speed changes during the response delay of the increase in the engagement force. Thus, it is possible to prevent a shock from occurring due to a sudden change in the rotational speed of the input shaft accompanying the engagement of the engagement side frictional engagement element.

  On the other hand, when it is estimated by the engagement estimation means that the engagement-side frictional engagement element is in the engaged state, the engagement end determination means by the engagement end determination means is compared with when it is estimated that the engagement side friction engagement element is not in the engaged state. Delay is suppressed. That is, when the engagement side frictional engagement element is in the engaged state, the engagement end determination is immediately made and the shift control end process is performed, and the engagement side frictional engagement element is suddenly engaged. However, it is not necessary to delay the engagement end determination by the engagement end determination means, and the delay of the engagement end determination is suppressed in this way, so that the shift control can be performed quickly. Thus, it is possible to prevent the shift control time from being unnecessarily prolonged due to the delay of the determination of the end of engagement, thereby preventing the shift response from deteriorating.

  The second invention is a case where the engagement end determination is delayed by prohibiting the determination process by the engagement end determination means until a predetermined waiting period elapses from the output point of the second shift, and the estimation result of the engagement estimation means By setting the standby period according to the above, it is possible to prevent the erroneous determination of the engagement end when the engagement-side frictional engagement element is not in the engagement state, and the engagement end determination when the engagement side is in the engagement state. Unnecessary delays are prevented.

  The third invention is a case where the determination of the end of engagement is delayed by extending the determination time when the determination process is performed by the engagement end determination means, and the determination time is set according to the estimation result of the engagement estimation means As a result, erroneous determination of the end of engagement when the engagement-side frictional engagement element is not in the engaged state is prevented, and the end of engagement determination is unnecessarily delayed when in the engaged state. Is prevented.

  In the fourth aspect of the invention, whether or not the engagement side frictional engagement element is in the engaged state is estimated based on the engagement force of the engagement side frictional engagement element. It is possible to make a determination with high accuracy, and it is possible to reliably prevent the erroneous determination of the end of engagement when the engagement side frictional engagement element is not in the engaged state, while the engagement end determination is performed in the engaged state. An unnecessary delay can be prevented.

  The present invention is preferably applied to an automatic transmission for a vehicle, and can be applied to various automatic transmissions for vehicles such as an engine-driven vehicle that generates a driving force by combustion of fuel and an electric vehicle that runs by an electric motor. . As the automatic transmission, for example, various automatic transmissions such as a planetary gear type and a parallel shaft type in which a plurality of gear stages are established in accordance with operating states of a plurality of clutches and brakes are used.

  As the friction engagement element, a hydraulic type is preferably used. For example, the hydraulic pressure (engagement force) is changed in a predetermined change pattern by hydraulic control using a solenoid valve or the like, or the action of an accumulator. The speed change control is performed by changing it, but other friction engagement elements such as an electromagnetic type can also be used. These friction engagement elements are a single-plate or multi-plate clutch or brake, a belt-type brake, or the like that is engaged by an actuator such as a hydraulic cylinder.

  The multiple shift is the first shift control for executing the first shift, that is, when the determination to perform the second shift by an accelerator operation or the like is made during the switching of the engagement / release state of the friction engagement element. This control is immediately switched to the second shift control for executing the second shift. Even when the shift determination of the first shift and the second shift is automatically performed according to a shift condition such as a shift map in accordance with an accelerator operation or a change in vehicle speed, the shift determination is performed according to a driver's manual shift operation using a shift lever or the like. May be performed.

  The first shift and the second shift may be clutch-to-clutch shifts that release any one of a plurality of friction engagement elements and engage the other one, but include a one-way clutch. Thus, the first shift control may be performed only by releasing the single friction engagement element, and the second shift control may be performed only by engaging the friction engagement element.

  When the second shift control is terminated in accordance with the engagement end determination of the engagement-side friction engagement element engaged by the second shift control, for example, the engagement force of the engagement-side friction engagement element is set to a steady value. It is lifted up to complete engagement, but other end processing may be performed.

  INDUSTRIAL APPLICABILITY The present invention is effective for a multiple shift that returns to the pre-shift gear position of the first shift among various multiple shifts, and is used when the friction engagement element released by the first shift control is engaged by the second shift control. Moreover, the engagement end determination can be appropriately performed. The return multiple shift may be performed when downshifting is performed following upshifting, or when upshifting is performed following downshifting.

  The engagement estimation unit and the determination delay unit may perform predetermined processing regardless of whether or not the return multiple shift is performed, but it is unlikely that the end of engagement is erroneously determined for multiple shifts other than the return multiple shift. It is not always necessary to delay the engagement end determination by the determination delay means, and the processing by the engagement estimation means and the determination delay means may be performed only in the case of the return multiple shift.

  The delay time during which the engagement end determination is delayed when the engagement-side friction engagement element is not in the engaged state, for example, the standby period of the second invention or the determination time of the third invention is the engagement-side friction in the return multiple shift. There is a possibility that the input shaft rotation speed is held near the synchronous rotation speed due to factors other than the engagement of the engagement elements, such as inertia of each part or friction, or engagement of the engagement side friction engagement element of the first speed change. Is a time required to completely or almost disappear, and may be set in advance, but the elapsed time from the first shift output to the second shift output, the type of shift, the friction engagement on the engagement side Parameters such as operating conditions and vehicle conditions that affect the response delay of frictional engagement elements (hydraulic pressure, etc.) and changes in input shaft rotation speed, such as element specifications, vehicle speed, input torque, hydraulic oil temperature, etc. It can also be made.

  When the engagement-side frictional engagement element is in the engaged state, the delay time for delaying the engagement end determination is set to, for example, 0, that is, the engagement end determination is performed in the same manner as in a normal single shift. In the second invention, the standby period is set to 0, and in the third invention, the determination time may be the same as the determination time at the time of single shift. Since it is presumed that the engagement side frictional engagement element is in the engaged state, a shift end process such as immediately determining the end of engagement and increasing the engagement force of the engagement side frictional engagement element to a steady value. The determination time can be made shorter than the determination time for a single shift.

  The engagement estimating means obtains the engagement force of the engagement side frictional engagement element as in the fourth invention, and estimates whether or not the engagement side frictional engagement element is in the engaged state based on the engagement force. Configured as follows. The engagement force can be obtained, for example, by detecting the hydraulic pressure of the friction engagement element by a hydraulic sensor, but can also be calculated using a hydraulic pressure instruction value. In addition, since the engagement force corresponds to the hydraulic pressure or the hydraulic pressure instruction value, it is possible to estimate whether the engagement state is in accordance with whether the detected hydraulic pressure or the hydraulic pressure instruction value is equal to or greater than a predetermined threshold. good. When the hydraulic pressure instruction value is used, the actual hydraulic pressure, that is, the engagement force has a response delay. Therefore, it may be estimated whether the engagement state is taken into consideration.

  The present invention is preferably applied to a multiple shift in which the second shift is output during the first shift, but when the third shift is further output during the second shift, the engagement during the second shift is performed. It is also possible to implement the present invention by canceling the processing by the estimation means, the determination delay means, etc., and estimating whether or not the third friction engagement side frictional engagement element is in the engaged state. In other words, the last shift of the multiple shifts of the second speed or higher may be set as the second shift, and the processing by the engagement estimation means, the determination delay means, etc. may be performed.

Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.
FIG. 1 is a skeleton diagram of a horizontally-mounted vehicle drive device such as an FF (front engine / front drive) vehicle. An output of an engine 10 constituted by an internal combustion engine such as a gasoline engine includes a torque converter 12, Via an automatic transmission 14, a differential gear device (not shown) is transmitted to drive wheels (front wheels). The engine 10 is a power source for vehicle travel, and the torque converter 12 is a fluid coupling.

  The automatic transmission 14 includes a first transmission unit 22 mainly composed of a single pinion type first planetary gear unit 20, a single pinion type second planetary gear unit 26, and a double pinion type third planetary gear unit. The second transmission unit 30, which is mainly composed of 28, is provided on the coaxial line, and the rotation of the input shaft 32 is shifted and output from the output gear 34. The input shaft 32 corresponds to the input member, and in this embodiment is the turbine shaft of the torque converter 12, and the output gear 34 corresponds to the output member, and rotates the left and right drive wheels via the differential gear device. To drive. The automatic transmission 14 is substantially symmetrical with respect to the center line, and the lower half of the center line is omitted in FIG.

  The first planetary gear unit 20 constituting the first transmission unit 22 includes three rotation elements, that is, a sun gear S1, a carrier CA1, and a ring gear R1, and the sun gear S1 is connected to the input shaft 32 to be rotationally driven. At the same time, the ring gear R1 is fixed to the case 36 through the third brake B3 so as not to rotate, whereby the carrier CA1 is decelerated and rotated with respect to the input shaft 32 as an intermediate output member. Further, the second planetary gear device 26 and the third planetary gear device 28 constituting the second transmission unit 30 are partially connected to each other to constitute four rotating elements RM1 to RM4. Specifically, the first rotating element RM1 is constituted by the sun gear S3 of the third planetary gear device 28, and the ring gear R2 of the second planetary gear device 26 and the ring gear R3 of the third planetary gear device 28 are connected to each other to perform the second rotation. The element RM2 is configured, and the carrier CA2 of the second planetary gear unit 26 and the carrier CA3 of the third planetary gear unit 28 are coupled to each other to configure the third rotating element RM3. A four-rotation element RM4 is configured. In the second planetary gear device 26 and the third planetary gear device 28, the carriers CA2 and CA3 are constituted by a common member, the ring gears R2 and R3 are constituted by a common member, and the second The pinion gear of the planetary gear device 26 is a Ravigneaux type planetary gear train that also serves as the second pinion gear of the third planetary gear device 28.

  The first rotating element RM1 (sun gear S3) is selectively connected to the case 36 by the first brake B1 and stopped rotating, and the second rotating element RM2 (ring gears R2, R3) is selectively selected by the second brake B2. The fourth rotation element RM4 (sun gear S2) is selectively connected to the input shaft 32 via the first clutch C1, and the second rotation element RM2 (ring gears R2, R3) is connected to the case 36 and stopped. Is selectively coupled to the input shaft 32 via the second clutch C2, and the first rotating element RM1 (sun gear S3) is integrally coupled to the carrier CA1 of the first planetary gear device 20 as an intermediate output member, The third rotation element RM3 (carriers CA2, CA3) is integrally connected to the output gear 34 to output rotation.

The clutches C1, C2 and the brakes B1, B2, B3 (hereinafter simply referred to as the clutch C and the brake B unless otherwise distinguished) are hydraulic friction members that are engaged and controlled by a hydraulic actuator such as a multi-plate clutch or a band brake. 2 is engaged and released as shown in FIG. 2 by switching the hydraulic circuit by excitation or non-excitation of the linear solenoid valves SL1 to SL5 of the hydraulic control circuit 98 (see FIG. 3) or by a manual valve (not shown). The state is switched, and the six forward gears and the reverse one gear are established according to the operation position (position) of the shift lever 72 (see FIG. 3). “1st” to “6th” in FIG. 2 mean the first to sixth gears for forward travel, and “Rev” is the reverse gear for the gear ratio (= input shaft rotation). (Speed N _IN / output shaft rotational speed N _OUT ) is appropriately determined by the gear ratios ρ1, ρ2, and ρ3 of the first planetary gear device 20, the second planetary gear device 26, and the third planetary gear device 28. “◯” in FIG. 2 means engagement, and a blank means release.

  The shift lever 72 is, for example, in accordance with the shift pattern shown in FIG. 4, a parking position “P”, a reverse travel position “R”, a neutral position “N”, a forward travel position “D”, “4”, “3”, “2” ”And“ L ”, and in the“ P ”and“ N ”positions, neutral is established to cut off the power transmission. However, in the“ P ”position, a mechanical parking mechanism (not shown) is used to mechanically The rotation of the drive wheel is prevented.

FIG. 3 is a block diagram for explaining a control system provided in the vehicle for controlling the engine 10 and the automatic transmission 14 of FIG. 1, and the operation amount (accelerator opening) Acc of the accelerator pedal 50 is an accelerator operation. It is detected by the quantity sensor 51. The accelerator pedal 50 is largely depressed according to the driver's requested output amount, and corresponds to an accelerator operation member, and the accelerator operation amount Acc corresponds to the requested output amount. In addition, an electronic throttle valve 56 whose opening degree θ _TH is changed by a throttle actuator 54 is provided in the intake pipe of the engine 10. In addition, an intake air amount sensor 60 for detecting an intake air quantity Q of the engine rotational speed sensor 58, the engine 10 for detecting the rotational speed NE of the engine 10, the intake for detecting the temperature T _A of intake air The air temperature sensor 62, the throttle valve 64 with an idle switch for detecting the fully closed state (idle state) of the electronic throttle valve 56 and the opening degree θ _TH, and the rotational speed (output shaft) of the output gear 34 corresponding to the vehicle speed V a vehicle speed sensor 66 for detecting the corresponding) N _OUT of the rotational speed, the cooling water temperature sensor 68 for detecting the cooling water temperature T _W of the engine 10, a brake switch 70 for detecting the presence or absence of foot brake operation, the shift lever 72 Lever position sensor 74 for detecting the lever position (operation position) _PSH of the turbine, and detecting the turbine rotation speed NT Are provided with a turbine rotation speed sensor 76, an AT oil temperature sensor 78 for detecting an AT oil temperature T _OIL that is the temperature of the hydraulic oil in the hydraulic control circuit 98, an ignition switch 82, and the like. , Engine speed NE, intake air amount Q, intake air temperature T _A , throttle valve opening θ _TH , vehicle speed V (output shaft rotation speed N _OUT ), engine coolant temperature T _W , presence / absence of brake operation, shift lever 72 A signal representing the lever position P _SH , turbine rotational speed NT, AT oil temperature T _OIL , operation position of the ignition switch 82, etc. is supplied to the electronic control unit 90. The turbine rotational speed NT is the same as the rotational speed of the input shaft 32 (input shaft rotational speed N _IN ) that is an input member.

The hydraulic control circuit 98 includes a circuit shown in FIG. 5 regarding the shift control of the automatic transmission 14. In FIG. 5, the hydraulic oil pumped from the oil pump 40 is adjusted to a first line pressure PL <b> 1 by being regulated by a relief type first pressure regulating valve 100. The oil pump 40 is, for example, a mechanical pump that is rotationally driven by the engine 10. The first pressure regulating valve 100 regulates the first line pressure PL1 according to the turbine torque T _T, that is, the input torque T _IN of the automatic transmission 14, or the throttle valve opening θ _TH that is a substitute value thereof. The one-line pressure PL1 is supplied to the manual valve 104 that is interlocked with the shift lever 72. Then, when the shift lever 72 is operated to the forward drive position such as "D" position is a forward position pressure P _D of the same size from the manual valve 104 and the first line pressure PL1 is the linear solenoid valve SL1~SL5 Supplied. The linear solenoid valves SL1 to SL5 are arranged corresponding to the clutches C1 and C2 and the brakes B1 to B3, respectively, and the excitation state is controlled according to the drive signal output from the electronic control unit 90, respectively. The engagement hydraulic pressures P _C1 , P _C2 , P _B1 , P _B2 , and P _B3 are independently controlled, so that any one of the first speed gear stage “1st” to the sixth speed gear stage “6th” is controlled. Alternatively, it can be established. The linear solenoid valves SL1 to SL5 are all of a large capacity type, and the output hydraulic pressure is supplied to the clutches C1 and C2 and the brakes B1 to B3 as they are, and their engagement hydraulic pressures P _C1 , P _C2 , P _B1 , P _B2 , P Direct pressure control that directly controls _B3 is performed.

  The electronic control unit 90 includes a so-called microcomputer having a CPU, a RAM, a ROM, an input / output interface, and the like. The CPU uses a temporary storage function of the RAM and follows a program stored in the ROM in advance. By performing signal processing, the respective functions of the engine control means 120 and the shift control means 130 are executed as shown in FIG. 6, and are configured separately for engine control and shift control as required. Is done.

The engine control means 120 controls the output of the engine 10, and controls the fuel injection valve 92 (see FIG. 3) for controlling the fuel injection amount in addition to controlling the opening and closing of the electronic throttle valve 56 by the throttle actuator 54. The ignition device 94 such as an igniter is controlled for ignition timing control. Control of the electronic throttle valve 56, for example, drives the throttle actuator 54 based on the actual accelerator operation amount Acc from the relationship shown in FIG. 7, the accelerator operation amount Acc increases the throttle valve opening theta _TH enough to increase. Further, when the engine 10 is started, cranking is performed by a starter (electric motor) 96.

The shift control means 130 performs shift control of the automatic transmission 14, and is automatically performed based on the actual throttle valve opening _θTH and the vehicle speed V from a previously stored shift diagram (shift map) shown in FIG. The gear stage to which the transmission 14 is to be shifted is determined, that is, the shift determination from the current gear stage to the shift destination gear stage is executed, and the shift output for starting the shift operation to the determined gear stage is executed. In addition, the excitation states of the linear solenoid valves SL1 to SL5 of the hydraulic control circuit 98 are set so that a shift shock such as a change in driving force does not occur and the durability of the friction material of the clutch C and the brake B is not impaired. Change continuously. As is apparent from FIG. 2, the automatic transmission 14 according to this embodiment is configured so that a continuous gear is released by a clutch-to-clutch shift in which one of the clutch C and the brake B is released and the other is engaged. Shifting of gears is performed. The solid line in FIG. 8 is an upshift line, and the broken line is a downshift line so that as the vehicle speed V decreases or the throttle valve opening _θTH increases, the gear position on the low speed side with a large gear ratio can be switched. In the figure, “1” to “6” mean the first speed gear stage “1st” to the sixth speed gear stage “6th”.

  When the shift lever 72 is operated to the “D” position, the uppermost D range (automatic shift mode) that automatically shifts using all the forward gears “1st” to “6th” is established. It is done. Further, when the shift lever 72 is operated to the “4” to “L” position, the respective shift ranges of 4, 3, 2, and L are established. In the 4th range, the shift control is performed at the forward gear stage below the 4th speed gear stage “4th”, the shift control is performed at the forward gear stage below the 3rd speed gear stage “3rd” in the 3rd range, and the shift control is carried out at the 2nd range. The speed change control is performed at the forward gear stage below the second gear stage “2nd”, and is fixed at the first gear stage “1st” in the L range. Therefore, for example, if the shift lever 72 is operated from the “D” position to the “4” position, the “3” position, or the “2” position while traveling at the sixth speed gear stage “6th” of the D range, the shift range becomes D. 4 → 3 → 2 forcibly switched from sixth gear stage “6th” to fourth gear stage “4th”, third gear stage “3rd”, second gear stage “2nd” It is downshifted and the gear stage can be changed manually.

The shift control means 130 is provided with multiple shift means 132, and when the second shift is output during the first shift, the second shift is executed from the first shift control for executing the first shift. Therefore, the second shift control is immediately switched to. For example, the time charts of FIG. 10 and FIG. 11 show an upshift from the second gear stage “2nd” to the third gear stage “3rd” due to an increase in the vehicle speed V when the power is turned on when the accelerator pedal 50 is depressed. When the determination is made (time t ₁ ) and the 2 → 3 upshift control (first shift control) for releasing the first brake B1 and engaging the third brake B3 is being executed, the shift operation is performed. On the way, the accelerator pedal 50 is further depressed, and a downshift from the third speed gear stage “3rd” to the second speed gear stage “2nd” is made (time t ₂ ), and the first brake B1 This is the case of the return multiple shift in which the 3 → 2 downshift control (second shift control) that immediately engages and releases the third brake B3 is immediately executed. 10 and 11, the hydraulic pressure instruction value 1 relates to the third brake B3, the hydraulic pressure instruction value 2 relates to the first brake B1, and the actual hydraulic pressure 2 is the hydraulic pressure P _B1 of the first brake B1. In this case, the first brake B1 corresponds to an engagement-side friction engagement element that is engaged by the second shift control.

Returning to FIG. 6, the electronic control unit 90 further includes an engagement end determination means 134 in connection with the shift control of the automatic transmission 14. When the engagement end determination unit 134 satisfies a predetermined engagement end determination condition, specifically, the input shaft rotation speed of the automatic transmission 14, that is, the turbine rotation speed NT, continues for a predetermined determination time huneiT or more. When the gear position is in the vicinity of the synchronous rotational speed of the post-shift gear stage, the engagement end determination is made to the effect that the engagement of the engagement-side friction engagement element that is engaged by the shift control is ended. The synchronous rotational speed of the post-shift gear stage is obtained by multiplying the speed ratio of the post-shift gear stage by the output shaft rotational speed N _OUT , and the turbine rotational speed NT is in the vicinity of the synchronous rotational speed, for example, the turbine rotational speed sensor 76. If it is continuously held within a range of the error ± α for the predetermined determination time hanteiT, it is determined that the engagement side frictional engagement element is completely engaged. In the case of multiple shifts, the end of engagement is determined based on whether or not a predetermined determination time hanteiT has been maintained near the synchronous rotational speed of the post-shift gear stage of the second shift.

  The determination time hanteiT used as the reference for determining the end of engagement is the mode of shift control, that is, whether upshifting or downshifting, driving state power ON or driven state power OFF, or the type of shifting (from which gear stage to which It is determined appropriately according to the gear shift to the gear stage). For example, in the power ON shift, the turbine rotation speed NT is held at the synchronous rotation speed by the engagement force of the clutch C and the brake B, so that the engagement end determination can be performed in a relatively short time. When the engagement end determination is made in this way, the shift control means 130 including the multiple shift means 132 sets the hydraulic pressure of the engagement side frictional engagement element to the MAX pressure (first line pressure PL1) which is a steady value. ) To complete engagement, and if necessary, end processing such as learning correction of the hydraulic control pattern or the like is executed, and a series of shift control is completed.

In the time chart indicated by the solid line in FIG. 10, at time t ₆ , the turbine rotational speed NT reaches the vicinity of the synchronous rotational speed ntdoki2 of the post-shift gear stage “2nd” of the second shift, and the determination time hanteiT has elapsed therefrom. At time t ₇ , the engagement end determination means 134 determines the end of engagement of the first brake B 1, and along with the engagement end determination, the multiple transmission means 132 causes the hydraulic pressure instruction value 2 for the first brake B 1 at time t ₈ . Is increased to the MAX value all at once, and a series of shift control is completed. In the case of FIG. 11, the turbine rotation speed NT at the output time point of the second transmission time t ₂ is located in the vicinity of the synchronous rotation speed ntdoki2 the second shift of the post-shift gear position "2nd", the determination time hanteiT is engaged termination judgment of the first brake B1 is performed by engaging end determining unit 134 at time t ₃ when the elapsed, for the first brake B1 at the time t ₄ the multiple shift unit 132 in association with the engagement end determination The hydraulic pressure instruction value 2 is increased to the MAX value all at once, and a series of shift control ends.

In FIG. 10, the turbine rotational speed NT is maintained in the vicinity of the synchronous rotational speed ntdoki2 of the post-shift gear stage “2nd” even immediately after the 3 → 2 downshift output (time t ₂ ). As is apparent from the graph of the hydraulic pressure 2 (P _B1 ), the engagement end determination means 134 may determine the engagement end although the first brake B1 is in the released state. That is, even if the first brake B1 is released by a 2 → 3 upshift, the turbine rotational speed NT is related to the inertia of the engine 10, the torque converter 12, etc., the friction of each part, or the first shift (2 → 3 upshift). Since there is a case where it is held near the synchronous rotational speed ntdoki2 of the second speed gear stage “2nd” which is the gear stage before the speed change due to the engagement torque or the like of the third brake B3 to be engaged, 3 → 2 down in the meantime When the shift output of the shift is made, accidentally in the time determination time hanteiT has elapsed t ₃ the engagement completion judgment is there likely to be made. When the clutch engagement completion judgment is made as the first brake hydraulic pressure instruction value 2 of the first brake B1 at time t ₄ as shown by the broken line is once increased to MAX value by termination process of a shift control Although B1 is completely engaged, it takes time until the actual hydraulic pressure 2 (P _B1 ) reaches the MAX pressure (first line pressure PL1) according to the hydraulic pressure instruction value 2 due to a response delay of the linear solenoid valve SL3. Therefore, during the actual hydraulic pressure 2 to the first time t ₅ the brake B1 is completely engaged reached MAX pressure, the turbine speed NT is increased by releasing or the like of the third brake B3, the actual in that state When the hydraulic pressure 2 is suddenly increased to the MAX pressure and the first brake B1 is engaged, the turbine rotational speed NT is suddenly lowered as indicated by a broken line, and a shock is generated due to the change in the rotational speed at this time. There are things to do.

  On the other hand, in this embodiment, as shown in FIG. 6, the determination delay means 136 and the engagement estimation means 138 are provided to prevent the erroneous determination of the end of engagement as described above. These determination delay means 136 and engagement estimation means 138 are executed by signal processing of the electronic control unit 90 as in the case of the engagement end determination means 134. FIG. 9 is a flowchart for specifically explaining the functions of the determination delay unit 136 and the engagement estimation unit 138 in relation to the engagement end determination unit 134. For example, when some shift control is started, for example, about several tens of milliseconds. It is repeatedly executed with the cycle time. In the flowchart of FIG. 9, step S3 corresponds to the engagement estimation means 138, steps S4, S5, and S6 correspond to the determination delay means 136, and step S7 corresponds to the engagement end determination means 134.

In step S1 of FIG. 9, it is determined whether or not a multiple shift is performed. In step S2, it is determined whether or not the turbine rotational speed NT is in the vicinity of the synchronous rotational speed (ntdoki2 in FIGS. 10 and 11) of the post-shift gear stage of the second shift, and if it is in the vicinity of the synchronous rotational speed, step S3 is executed. . Whether or not it is in the vicinity of the synchronous rotation speed may be determined based on the same criteria as the engagement end determination condition of the engagement end determination means 134. In Step S3, it is estimated based on the engagement force of the friction engagement element whether the engagement side friction engagement element is in an engagement state. Specifically, if the hydraulic pressure instruction value (hydraulic pressure instruction value 2 in FIGS. 10 and 11) for the engagement side frictional engagement element is equal to or greater than a predetermined determination value, it is estimated that the engagement state is established. When it is lower than the determination value, it is estimated that the engagement state is not established. As shown in FIG. 11, when the second shift control is started and the hydraulic pressure instruction value 2 of the first brake B1, which is the engagement side frictional engagement element, is increased, the determination value is the actual hydraulic pressure 2 (P _B1 ). The hydraulic pressure is such that the first brake B1 is maintained in an engaged state regardless of the response delay of the change of the turbine, and the turbine rotational speed NT is maintained in the vicinity of the synchronous rotational speed ntdoki2 without deviating from the vicinity of the synchronous rotational speed ntdoki2. The instruction value may be determined in advance, but if the change gradient of the hydraulic instruction value 2 varies depending on the type of shift, it may be set according to the change gradient. In addition, depending on the mode of shift control, that is, upshift or downshift, power on in driving state or power off in driven state, or the type of shift (from which gear stage to which gear stage), etc. Different judgment values can be set.

If the determination in step S3 is YES (positive), that is, if it is estimated that the engagement side frictional engagement element is in the engaged state, the standby period taikiT = 0 in step S4, while step S3 If the determination is NO (No), that is, if it is estimated that the engagement-side frictional engagement element (first brake B1) is not in the engaged state, the predetermined period T1 is set as the standby period taikiT in step S5. . The standby period taikiT is a prohibition period from when the second shift is output (time t _{2 in} FIGS. 10 and 11) until the engagement end determination unit 134 is permitted to perform the determination processing of the engagement end. The predetermined period T1 set when it is estimated that the engagement-side friction engagement element (first brake B1) is not in the engagement state is the engagement-side friction engagement element (first brake B1) in the return multiple shift. ), For example, the inertia and friction of each part, or the engagement torque of the friction engagement element (the third brake B3) that is engaged in the first shift and released in the second shift. The time required for completely or almost eliminating the possibility that the rotational speed NT is held in the vicinity of the synchronous rotational speed is predetermined in advance with a margin.

In the next step S6, the output time of the second speed change timer shiftC representing the elapsed time (Figure 10, time t ₂ in FIG. 11) determines whether or not reached the waiting period TaikiT, the waiting period TaikiT If it has been reached, step S7 is executed, and it is determined whether or not the engagement end determination condition is satisfied by the engagement end determination means 134, and the engagement end determination condition is satisfied after a predetermined determination time haneiT has elapsed. When this happens, the end of engagement is determined.

Here, the time chart of FIG. 10 is a case where the determination in step S3 is NO (negative), that is, when it is estimated that the first brake B1, which is the engagement side frictional engagement element, is not in the engaged state. In step S5, the standby period taikiT = T1, and the engagement end determination process in step S7 is started after the standby period taikiT = T1 has elapsed from the output point (time t ₂ ) of the second shift. Even though (P _B1 ) is low and the first brake B1 is not engaged, it is possible to prevent the engagement end determination from being erroneously made at time t ₃ or the like. As a result, the end of engagement is erroneously determined at time t ₃ , and as shown by the broken line, when the hydraulic pressure command value 2 is increased to the MAX pressure at time t ₄ and the shift control is terminated, the actual hydraulic pressure 2 (P _B1 ), The turbine rotational speed NT changes during the response delay of the hydraulic pressure rise, and a sudden change in the turbine rotational speed NT associated with the engagement of the first brake B1 is prevented.

Further, when the standby period taikiT = T1 has elapsed, the engagement end determination process in step S7 is performed, but the turbine rotation is caused by factors other than the engagement of the first brake B1 until after the standby period taikiT = T1 has elapsed. The speed NT is not held in the vicinity of the synchronous rotational speed ntdoki2, and the first brake B1 has torque as the actual hydraulic pressure 2 (P _B1 ) increases, so that the turbine rotational speed NT is in the vicinity of the synchronous rotational speed ntdoki2. the first time the engagement completion judgment is made in reaching (time t ₆₎ time t ₇ the determination time hanteiT has elapsed with. Therefore, even if the oil pressure command value 2 at time t ₈ with the engaging end determination the first brake B1 is raised once to a MAX value, fully engaged by the first brake B1 is MAX pressure without causing a shock Thus, the series of shift control is properly terminated.

On the other hand, the time chart of FIG. 11 shows the case where the determination in step S3 is YES (affirmed), that is, the case where it is estimated that the first brake B1 which is the engagement side frictional engagement element is in the engaged state, and step S4. In the waiting period taikiT = 0, the engagement end determination process of step S7 is started immediately after the output time (time t ₂ ) of the second shift, and the determination time hantei has elapsed from the output time (time t ₂ ). engagement end judgment is made at t _3. In this case, the second speed change control is started at time t ₂ and the hydraulic pressure command value 2 of the first brake B1 is increased, so that the first shift is controlled regardless of the response delay of the change in the actual hydraulic pressure 2 (P _B1 ). brake B1 is maintained in the engaged state, without the turbine rotational speed NT deviates from the vicinity of the synchronous rotation speed Ntdoki2, to be held in the vicinity of its synchronous speed Ntdoki2, in time with the engagement end determination t ₄ Even if the hydraulic pressure command value 2 of the first brake B1 is increased to the MAX value at once, the first brake B1 can be completely engaged with the MAX pressure without causing a shock, and a series of shift control can be performed in a short time. It is properly terminated.

As described above, in the shift control apparatus according to the present embodiment, the turbine rotation speed NT at the time of output of the second shift (time t ₂ ) at the time of the multiple shift is the synchronous rotation speed (ntdoki2) of the post-shift gear stage of the second shift. In step S3, the engagement estimating means 138 estimates whether or not the engagement-side frictional engagement element (first brake B1) is in the engaged state, indicating that it is not in the engaged state. When estimated, a predetermined period T1 is set as the standby period taikiT in step S5, and as shown in FIG. 10, the engagement of step S7 is performed until the standby period taikiT = T1 elapses from the output point (time t ₂ ) of the second shift. The start of the end determination process is delayed. Since the turbine rotational speed NT deviates from the vicinity of the synchronous rotational speed (ntdoki2) while the standby period taikiT = T1 has elapsed, the engagement-side frictional engagement element (first brake B1) is not in the engaged state. It is prevented that the engagement end determination is erroneously made. As a result, the end of engagement is erroneously determined at time t ₃ , and the shift control is performed by increasing the hydraulic pressure (actual hydraulic pressure 2) of the engagement side frictional engagement element (first brake B1) to the MAX pressure as shown by the broken line. , The turbine rotation speed NT changes during the response delay of the increase in hydraulic pressure, and a shock is caused by a sudden change in the turbine rotation speed NT accompanying the engagement of the engagement side frictional engagement element (first brake B1). Is prevented from occurring.

On the other hand, when it is estimated by the engagement estimating means 138 that the engagement side frictional engagement element (first brake B1) is in the engaged state, the waiting period taikiT = 0 is set in step S4, as shown in FIG. Immediately after the second shift output time (time t ₂ ), the engagement end determination process in step S7 is started. That is, when the engagement-side friction engagement element (first brake B1) is in the engaged state, the engagement end determination is immediately made and the shift control end processing is performed, and the engagement-side friction engagement element Since there is no risk of shock even when the (first brake B1) is suddenly engaged, there is no need to delay the engagement end determination by the engagement end determination means 134. Thus, the engagement in step S7 is not necessary. By immediately starting the end determination process, the shift control can be quickly ended, and the shift control time is prevented from being unnecessarily prolonged due to the delay of the engagement end determination, thereby preventing the shift response from deteriorating. The

Further, in this embodiment, the engagement end determination is delayed by prohibiting the determination process by the engagement end determination means 134 until a predetermined waiting period taikiT elapses from the output point (time t ₂ ) of the second shift. In accordance with the estimation result of the engagement estimating means 138, the predetermined period T1 or 0 is set as the waiting period taikiT, so that the engagement side frictional engagement element (first brake B1) is brought into the engaged state. While preventing the erroneous determination of the engagement end when there is not, it is possible to prevent the engagement end determination from being unnecessarily delayed when in the engaged state.

  Further, in this embodiment, whether or not the engagement side frictional engagement element (first brake B1) is in the engaged state is determined by the engagement force of the engagement side frictional engagement element (first brake B1), specifically Is estimated based on the magnitude of the hydraulic pressure instruction value 2, it is possible to determine with high accuracy whether or not the engagement state is established, and the engagement side frictional engagement element (first brake B1) is engaged. While reliably preventing erroneous determination of engagement end when not in the engaged state, it is possible to prevent unnecessary delay of the engagement end determination when in the engaged state.

  The determination delay unit 136 of the above embodiment delays the start of the engagement end determination process by the engagement end determination unit 134 by the waiting period taikiT, but the engagement end determination unit 134 determines the engagement end determination. The reference end time hanteiT is changed to delay the end of engagement determination, and during that time, the turbine rotational speed NT changes and deviates from the vicinity of the synchronous rotational speed (ntdoki2). It is also possible to prevent the determination.

  FIG. 12 is a flowchart in the case where the determination time hanteiT is changed in this way to prevent erroneous determination of the end of engagement. Step R3 corresponds to the engagement estimation means 138, and steps R4 and R5 correspond to the determination delay means 136. Step R6 corresponds to the engagement end determination means 134. Steps R1 to R3 and R6 perform the same signal processing as steps S1 to S3 and S7, respectively, and thus detailed description thereof is omitted.

  If the determination in step R3 is YES (ie, affirmative), that is, if it is estimated that the engagement frictional engagement element of the second shift is in the engaged state, the first predetermined time as the determination time hanteiT in step R4 While the time TH1 is set, if the determination in step R3 is NO (negative), that is, if it is estimated that the engagement-side frictional engagement element is not in the engaged state, the determination time hanteiT is predetermined in step R5. The second time TH2 is set. The determination time hanteiT is a reference time when the engagement end determination unit 134 performs the engagement end determination in step R6, and the turbine rotation speed NT continues for the determination time haneiT or more and near the synchronous rotation speed of the post-shift gear stage. The first time TH1 is determined as the first time TH1, for example, the determination time hantei in the above embodiment, that is, the determination in step R1 or R2 is NO (negative), The same time as the reference value of the determination time when the engagement end determination means 134 performs the engagement end determination at the time of one shift or the like is set. However, since it is estimated that the engagement side frictional engagement element is in the engaged state, a time shorter than the reference value can be set as the first time TH1.

  On the other hand, for the second time TH2, since the engagement side frictional engagement element is not in the engaged state, the current turbine rotational speed NT is in the vicinity of the synchronous rotational speed of the post-shift gear of the second shift. Factors other than the engagement of the engagement side frictional engagement element in the shift, such as inertia and friction of each part, or the frictional engagement element that is engaged in the first shift and released in the second shift (third brake B3) It is necessary to set a time longer than the time required to completely or almost eliminate the possibility that the turbine rotational speed NT is held near the synchronous rotational speed due to the engagement torque of the first time. A time sufficiently longer than TH1 is set. Specifically, the fixed time may be set in advance with a margin at a time equivalent to or longer than the standby period taikiT in the above embodiment. It can also be set in detail according to whether the driving power is ON or the driven power OFF, the type of shift (from which gear stage to which gear stage), and the like.

  Then, in step R6, it is determined whether or not the engagement end determination condition is satisfied based on the determination time hanteiT set in step R4 or R5, and the turbine rotation speed NT continues for the determination time hanteiT or more after shifting. When it is in the vicinity of the synchronous rotational speed of the gear stage, the engagement end determination is made to the effect that the engagement of the engagement side frictional engagement element has ended.

Here, FIG. 13 is a time chart corresponding to FIG. 10, and when the determination in step R3 is NO (No), that is, it is estimated that the first brake B1 which is the engagement side frictional engagement element is not in the engaged state. In this case, since the relatively long second time TH2 is set as the determination time hanteiT in step R5, the turbine rotational speed NT deviates from the vicinity of the synchronous rotational speed ntdoki2 before the engagement end determination is made, The engagement end determination by the engagement end determination means 134 is denied. Therefore, when the turbine rotational speed NT is maintained in the vicinity of the synchronous rotational speed ntdoki2 due to a factor other than the engagement of the first brake B1, the determination process is performed based on the reference value of the determination time hanteiT. As shown by the broken line, when the actual hydraulic pressure 2 (P _B1 ) of the first brake B1 is increased to the MAX pressure and the shift control is terminated, as shown by the broken line, the turbine rotational speed is delayed during the response delay of the hydraulic pressure increase. NT is changed, and a shock is prevented from being generated by a sudden change in the turbine rotational speed NT accompanying the engagement of the first brake B1.

Although omitted in the flowchart of FIG. 12, if the turbine rotation speed NT deviates from the vicinity of the synchronous rotation speed ntdoki2 while the engagement end determination process is performed in step R6, the determination in step R2 is performed. As in the case of NO (negative), the engagement end determination process is performed based on the normal determination time hanteiT (= TH1). That is, when the turbine rotational speed NT once deviates from the vicinity of the synchronous rotational speed ntdoki2, the first brake B1 has a torque due to the increase in the actual hydraulic pressure 2 (P _B1 ), so that the turbine rotational speed NT becomes the synchronous rotational speed. Since it can be brought close to ntdoki2, the end of engagement can be properly determined even if the determination time hanteiT (= TH1) is relatively short as in the above embodiment.

On the other hand, FIG. 14 is a time chart corresponding to FIG. 11 described above. When the determination in step R3 is YES (positive), that is, it is estimated that the first brake B1 which is the engagement side frictional engagement element is in the engaged state. If the is the determination time hanteiT = TH1 at step R4, the determination time hanteiT = TH1 from the output time of the second speed (time t ₂₎ is engaged termination determination is made at the time t ₃ has elapsed. In this case, the second speed change control is started at time t ₂ and the hydraulic pressure command value 2 of the first brake B1 is increased, so that the first shift is controlled regardless of the response delay of the change in the actual hydraulic pressure 2 (P _B1 ). brake B1 is maintained in the engaged state, without the turbine rotational speed NT deviates from the vicinity of the synchronous rotation speed Ntdoki2, to be held in the vicinity of its synchronous speed Ntdoki2, in time with the engagement end determination t ₄ Even if the hydraulic pressure command value 2 of the first brake B1 is increased to the MAX value at once, the first brake B1 can be completely engaged with the MAX pressure without causing a shock, and a series of shift control can be performed in a short time. It is properly terminated.

  As described above, also in this embodiment, when the turbine rotational speed NT at the time of the multiple shift and the output of the second shift is in the vicinity of the synchronous rotational speed (ntdoki2) of the post-shift gear stage of the second shift, In step R3, it is estimated by the engagement estimating means 138 whether or not the engagement side frictional engagement element (first brake B1) is in the engaged state. By setting the relatively long second time TH2 as the time hanteiT, the time from when the engagement end determination process is performed at step R6 until the engagement end determination is made is delayed. Before the determination time haneiT = TH2 elapses, the turbine rotational speed NT deviates from the vicinity of the synchronous rotational speed (ntdoki2) as shown in FIG. 13, so that the engagement-side frictional engagement element (first brake B1) ) Is prevented from being erroneously determined to be engaged even though it is not in the engaged state. As a result, the determination process is performed with the reference value of the determination time hanteiT, so that the end of engagement is erroneously determined, and the hydraulic pressure (actual hydraulic pressure) of the engagement-side frictional engagement element (first brake B1) as indicated by the broken line. When 2) is increased to the MAX pressure and the shift control is terminated, the turbine rotational speed NT changes during the response delay of the hydraulic pressure increase, and the engagement side frictional engagement element (first brake B1) is engaged. It is possible to prevent a shock from occurring due to a sudden change in the turbine rotational speed NT.

On the other hand, when it is estimated by the engagement estimating means 138 that the engagement-side frictional engagement element (first brake B1) is in the engaged state, a relatively short first time TH1 is set as the determination time hanteiT in step R4. is, judgment time hanteiT = TH1 from the output time of the second speed (time t ₂₎ is engaged termination determination is made at the time t ₃ has elapsed, as shown in FIG. 14. That is, when the engagement-side friction engagement element (first brake B1) is in the engaged state, the engagement end determination is immediately made and the shift control end processing is performed, and the engagement-side friction engagement element Since there is no possibility of shock even if the (first brake B1) is suddenly engaged, there is no need to delay the engagement end determination by the engagement end determination means 134. Thus, the relatively short first By performing the engagement end determination process at time TH1, the shift control can be ended quickly, and the shift control time becomes unnecessarily long due to the delay of the engagement end determination, and the shift responsiveness deteriorates. Is prevented.

  Further, in this embodiment, the engagement end determination is delayed by extending the determination time hanteiT when the determination process is performed by the engagement end determination unit 134, and the estimation by the engagement estimation unit 138 is performed. By setting the first time TH1 or the second time TH2 as the determination time hantei according to the result, an erroneous engagement end when the engagement-side frictional engagement element (first brake B1) is not in the engaged state. While preventing the determination, it is possible to prevent the engagement end determination from being unnecessarily delayed in the engaged state.

  As mentioned above, although the Example of this invention was described in detail based on drawing, this is an embodiment to the last, and this invention is implemented in the aspect which added various change and improvement based on the knowledge of those skilled in the art. Can do.

1 is a schematic diagram of a vehicle drive device to which the present invention is applied. FIG. 2 is a diagram illustrating engagement and disengagement states of clutches and brakes for establishing each gear stage of the automatic transmission of FIG. 1. It is a figure explaining the input-output signal of the electronic control apparatus provided in the vehicle of the Example of FIG. It is a figure which shows an example of the shift pattern of the shift lever of FIG. FIG. 4 is a circuit diagram illustrating a configuration of a portion related to shift control of the automatic transmission in the hydraulic control circuit of FIG. 3. It is a block diagram explaining the function with which the electronic control apparatus of FIG. 3 is provided. Is a diagram showing an example of a relationship between the accelerator operation amount Acc and the throttle valve opening theta _TH used in the throttle control performed by the engine control unit of FIG. It is a figure which shows an example of the shift map (map) used by the shift control of the automatic transmission performed by the shift control means of FIG. 7 is a flowchart for specifically explaining the processing contents of an engagement end determination unit, a determination delay unit, and an engagement estimation unit in FIG. 6. FIG. 9 is an example of a time chart showing changes of each part when the engagement end determination process is performed according to the flowchart of FIG. 9 during the return multiple shift, and the engagement side frictional engagement element is not in the engaged state in step S3 of FIG. This is the case. FIG. 9 is an example of a time chart showing the change of each part when the engagement end determination process is performed according to the flowchart of FIG. 9 during the return multiple shift, and the engagement side frictional engagement element is in the engaged state in step S3 of FIG. This is the case. It is a figure explaining another Example of this invention, and is a flowchart corresponding to FIG. 12 is an example of a time chart showing changes of each part when the engagement end determination process is performed according to the flowchart of FIG. 12 during the return multiple shift, and the engagement side frictional engagement element is not in the engaged state in step R3 of FIG. This is the case. 12 is an example of a time chart showing changes of each part when the engagement end determination process is performed according to the flowchart of FIG. 12 during the return multiple shift, and the engagement side frictional engagement element is in the engaged state in step R3 of FIG. This is the case.

Explanation of symbols

  14: Automatic transmission 90: Electronic control unit 130: Shift control unit 132: Multiple shift unit 134: Engagement end determination unit 136: Determination delay unit 138: Engage estimation unit NT: Turbine rotation speed (input shaft rotation speed) C1 , C2: clutch (friction engagement element) B1 to B3: brake (friction engagement element) taikiT: standby period hanteiT: determination time

Claims (4)

An automatic transmission that establishes a plurality of gear stages having different gear ratios by selectively engaging a plurality of friction engagement elements,
During the shift control of the automatic transmission, when the input shaft rotation speed of the automatic transmission continues for a predetermined determination time or more and is in the vicinity of the synchronous rotation speed of the post-shift gear stage, the engagement that is engaged by the shift control. It includes an engagement end determination means for determining the engagement end of the engagement side frictional engagement element,
At the time of multiple shift in which the second shift is output during the first shift, the first shift control for executing the first shift is switched to the second shift control for executing the second shift, and the automatic shift is performed. When the input shaft rotational speed of the machine is in the vicinity of the synchronous rotational speed of the post-shift gear stage of the second shift for more than the determination time, the engagement end determination means engages with the second shift control. When the engagement end determination of the engagement side frictional engagement element is performed, the shift control device for an automatic transmission that ends the second shift control in accordance with the engagement end determination,
The engagement side frictional engagement is performed when the input shaft rotation speed of the automatic transmission at the time of the multiple shift and at the time of the output of the second shift is in the vicinity of the synchronous rotation speed of the post-shift gear stage of the second shift. Engagement estimating means for estimating whether the element is in an engaged state;
When it is estimated by the engagement estimation means that the engagement side frictional engagement element is not in the engaged state, the engagement end determination by the engagement end determination means is delayed, while the engagement estimation means When it is estimated that the engagement-side frictional engagement element is in the engaged state, a delay in the engagement end determination by the engagement end determination means is suppressed compared to when it is estimated that the engagement-side friction engagement element is not in the engaged state. Determination delay means to
A shift control apparatus for an automatic transmission, comprising: The determination delay means delays the engagement end determination by prohibiting the determination processing by the engagement end determination means until a predetermined waiting period elapses from the output time point of the second shift. The shift control device for an automatic transmission according to claim 1, wherein the waiting period is set according to an estimation result of the estimation means. The determination delay means delays the engagement end determination by extending the determination time when the determination process is performed by the engagement end determination means, and according to the estimation result of the engagement estimation means. The shift control device for an automatic transmission according to claim 1, wherein the determination time is set. The engagement estimation means obtains an engagement force of the engagement side frictional engagement element and estimates whether the engagement side frictional engagement element is in an engaged state based on the engagement force. The shift control device for an automatic transmission according to any one of claims 1 to 3.

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