JP2010091063A - Shift control method and shift control device for vehicular automatic transmission - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a shift control method for a vehicular automatic transmission reducing the time up to completion of gear shift after a driver's operation (after start of gear shift) in a manual shift mode. <P>SOLUTION: The method includes predicting, when a predetermined gear stage is attained in the manual shift mode, the following gear stage, and performing a friction transmission mechanism waiting control of laying a friction transmission mechanism which is not used to attain the current gear stage into a state just before starting torque transmission after performing connection operation of a synchronous meshing mechanism based on the prediction result and before starting the gear shift by the driver's operation. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

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

  Recently, an automated manual transmission (hereinafter referred to as “automatic transmission”) is a system that automates the operation of a clutch as a friction mechanism and the operation of a synchronous meshing mechanism as a gear selection mechanism using a gear-type transmission used in a manual transmission. MT ") has been developed. In automatic MT, when shifting is started, a clutch that transmits and shuts off engine torque, which is a driving force source, is released, the synchronous meshing mechanism is switched, and then the clutch is engaged again.

  Further, according to Japanese Patent Laid-Open No. 2000-234654 and Japanese Patent Laid-Open No. 2001-295898, a twin clutch type in which two clutches for transmitting input torque to the transmission are provided and drive torque is alternately transmitted by the two clutches. Automatic MT is known. In this twin clutch type automatic MT, when shifting is started, the clutch of the next shift stage is gradually engaged while gradually releasing the clutch that was transmitting torque before shifting, and the driving torque is then shifted before shifting. By changing from the gear ratio equivalent to the gear ratio after shifting, the driving torque can be interrupted and smooth shifting can be performed.

  In the above-described twin clutch type automatic MT, when a predetermined shift stage is achieved in order to shorten the shift time to the next stage according to Japanese Patent Laid-Open Nos. 10-318361 and 2003-269592. Next, the next gear stage is predicted, and the transmission input shaft to which the clutch that is not used to achieve the current gear stage is connected and the transmission output shaft are selectively connected by the synchronous meshing mechanism. Thus, so-called pre-shift control is disclosed in which a predetermined shift speed is made to stand by.

JP 2000-234654 A JP 2001-295898 A Japanese Patent Laid-Open No. 10-318361 JP 2003-269592 A

  However, in the above-described twin clutch type automatic MT, after the shift is started, the clutch of the next shift stage is brought into a state where torque transmission can be started (a state immediately before torque transmission), and then the torque is transmitted before the shift. It is necessary to perform an operation of gradually engaging the clutch of the next shift stage while gradually releasing the clutch that has been performed.

  On the other hand, an automatic transmission for a vehicle is often provided with an automatic shift mode for starting a shift based on a shift map and a manual shift mode for starting a shift based on a driver's operation. In this case, the shift response until the shift is completed after the driver's operation (after the start of shift) is important.

  An object of the present invention is to propose a shift control method for an automatic transmission for a vehicle that can shorten the time until the shift is completed after a driver's operation (after the start of shift) in the manual shift mode.

The object is to provide a plurality of friction transmission mechanisms for transmitting and shutting off the power of the driving force source, a plurality of transmission input shafts respectively connected to the plurality of friction transmission mechanisms, the plurality of transmission input shafts, A plurality of gear trains that are selectively connected to a machine output shaft by a selection operation of a plurality of synchronous mesh mechanisms, and a transmission input shaft and a transmission output shaft to which one friction transmission mechanism is connected. When a desired gear stage is achieved by connecting through a gear train and engaging one friction transmission mechanism and releasing the other friction transmission mechanism, and achieving a predetermined gear stage, A transmission input in which a next gear stage is predicted, a predetermined synchronous meshing mechanism is operated based on the prediction result, and a friction transmission mechanism that is not used to achieve the current gear stage is connected. The shaft and the transmission output shaft are connected via a predetermined gear train. A shift control method for a vehicular automatic transmission which performs shift standby control allowed to stand in the state,
An automatic shift mode for starting a shift based on a shift map and a manual shift mode for starting a shift based on a driver's operation are provided. In the manual shift mode, an operation of connecting the synchronous meshing mechanism is performed based on the prediction result. After the operation is performed and before the shift is started by the operation of the driver, the friction transmission mechanism that is not used to achieve the current shift stage is set in a state where torque transmission can be started. This is achieved by a shift control method for an automatic transmission for a vehicle, wherein the friction transmission mechanism standby control is performed.

  According to the present invention, before the shift is started by the operation of the driver, the friction transmission mechanism that is not used for achieving the current shift stage can be brought into a state where torque transmission can be started. After the driver's operation (after the start of shifting), the time until shifting is completed can be shortened.

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

  First, a first configuration example of an automatic transmission for a vehicle and a control device according to the present invention will be described with reference to FIG.

  FIG. 1 is a skeleton diagram of a system configuration example showing an embodiment of an automatic transmission for a vehicle and a control device according to the present invention.

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

  The automatic transmission 50 includes a first clutch 8 and a second clutch 9 which are friction transmission mechanisms, a transmission first input shaft 41, a transmission second input shaft 42, an output shaft 43, a first drive gear 1, 2nd drive gear 2, 3rd drive gear 3, 4th drive gear 4, 5th drive gear 5, reverse drive gear (not shown), 1st driven gear 11, 2nd driven gear 12, 3rd driven gear 13, Fourth driven gear 14, fifth driven gear 15, reverse drive gear (not shown), first synchronous mesh mechanism 21, second synchronous mesh mechanism 22, third synchronous mesh mechanism 23, first input shaft rotation sensor 31, a second input shaft rotation sensor 32, and an output shaft rotation sensor 33 are provided, and the torque of the engine 7 is transmitted to the transmission first input shaft 41 by engaging and releasing the first clutch 8. , Blocking Rukoto is possible. Further, the torque of the engine 7 can be transmitted to and cut off from the transmission second input shaft 42 by engaging and releasing the second clutch 9. In this embodiment, the first clutch 8 and the second clutch 9 are wet multi-plate clutches.

  The transmission second input shaft 42 is hollow, and the transmission first input shaft 41 passes through a hollow portion of the transmission second input shaft 42 and rotates in the rotational direction with respect to the transmission second input shaft 42. It is configured to allow relative movement.

  A first drive gear 1, a third drive gear 3, a fifth drive gear 5, and a reverse drive gear (not shown) are fixed to the transmission second input shaft 42. It is free to rotate. In addition, the second drive gear 2 and the fourth drive gear 4 are fixed to the transmission first input shaft 41, and relative movement in the rotational direction is possible with respect to the transmission second input shaft 42. It has a configuration.

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

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

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

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

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

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

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

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

  Further, the transmission control unit 100 controls the current of the solenoid valve 105e and the solenoid valve 105f provided in the hydraulic mechanism 105, so that the hydraulic piston (not shown) and the shift fork provided in the second shift actuator 62 are controlled. By controlling the position or load of the second synchronous mesh mechanism 22 (not shown) and engaging with the fifth driven gear 15, the rotational torque of the transmission second input shaft 42 is adjusted to the second synchronization. It can be transmitted to the output shaft 43 via the meshing mechanism 22. The second shift actuator 62 is provided with a position sensor 62a (not shown) for measuring the position of the second synchronous meshing mechanism 22.

  Further, the transmission piston 100 (not shown) and the shift fork provided in the third shift actuator 63 are controlled by the transmission control unit 100 by controlling the currents of the solenoid valves 105g and 105h provided in the hydraulic mechanism 105. By controlling the position or load of the third synchronous meshing mechanism 23 (not shown) and engaging with the second driven gear 12 or the fourth driven gear 14, the transmission first input shaft 41. Can be transmitted to the output shaft 43 via the third synchronous meshing mechanism 23. The third shift actuator 63 is provided with a position sensor 63a (not shown) for measuring the position of the third synchronous meshing mechanism 23.

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

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

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

  Further, the transmission control unit 100 controls the current of an electromagnetic valve 105i provided in the hydraulic mechanism 105, thereby controlling a lubrication mechanism (not shown) and controlling the flow rate of lubricating oil to the first clutch 8. .

Further, the transmission control unit 100 controls the current of the electromagnetic valve 105j provided in the hydraulic mechanism 105, thereby controlling the lubrication mechanism (not shown) and controlling the flow rate of the lubricating oil to the second clutch 9. .

  Further, from the lever device 106, a range position signal indicating a shift lever position (P range, R range, N range, D range, M range that enables a shift operation by the driver), and an up switch signal by the driver operation ( An upshift command signal) and a down switch signal (downshift command signal) are input to the transmission control unit 100.

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

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

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

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

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

  The second shift actuator 62 is controlled by the electromagnetic valve 105e and the electromagnetic valve 105f, the second synchronous meshing mechanism 22 and the fifth driven gear 15 are meshed, and the second clutch 9 is engaged to achieve the fifth speed travel. Become.

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

  Here, for example, in the first speed start from the neutral state, the first shift actuator 61 is controlled by the electromagnetic valve 105c and the electromagnetic valve 105d, and the first synchronous gear mechanism 21 and the first driven gear 11 are meshed. This is done by engaging the second clutch 9 in the beginning by the valve 105b.

  In this embodiment, the first clutch 8 and the second clutch 9 are operated as a hydraulic mechanism using an electromagnetic valve, but the clutch is operated using an electric motor and a reduction gear. It may be configured, or may be configured to control the pressure plate of the clutch by an electromagnetic coil, and may be configured using another mechanism for controlling the first clutch 8 and the second clutch 9.

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

  The transmission control unit 100 includes a first input shaft rotational speed NiA, a second input shaft rotational speed NiB, an output shaft rotational speed from the first input shaft rotational sensor 31, the second input shaft rotational sensor 32, and the output shaft rotational sensor 33. A number position number signal RngPos indicating a shift lever position (P range, R range, N range, D range, M range enabling a driver to perform a shift operation) is input from the lever device 106, respectively. Whether the up switch signal UpSw (upshift command signal) and the down switch signal DnSw (downshift command signal) are input by the driver's operation, and whether the accelerator pedal depression amount Aps and the brake are depressed from the accelerator opening sensor 201 An ON / OFF signal Brk from the brake switch 202 that detects whether or not is input.

  Further, the lubricant temperature TEMPlub is input to the transmission control unit 100 from an oil temperature sensor 203 that measures the temperature of the lubricant within the automatic transmission 50.

  Further, the transmission control unit 100 includes a first clutch hydraulic pressure from a first clutch pressure sensor 8a that measures the hydraulic pressure of the first clutch 8 and a second clutch pressure sensor 9a that measures the hydraulic pressure of the second clutch 9, respectively. RPcl and the second clutch hydraulic pressure RPclb are input.

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

  The transmission control unit 100 sets a target transmission torque Tcla for the first clutch 8 in order to realize a desired first clutch transmission torque, sets a target hydraulic pressure for realizing the target transmission torque Tcla, and sets a target hydraulic pressure. By adjusting the voltage V_cl applied to the solenoid valve 105a so as to realize the calculated current, the current of the solenoid valve 105a is controlled, and the hydraulic pressure applied to the first clutch 8 is calculated. The first clutch 8 is engaged and released by adjusting. The current of the solenoid valve 105a is controlled by adjusting the voltage V_cl applied to the solenoid valve 105a by so-called PWM control.

  Further, the transmission control unit 100 sets a target transmission torque Tclb of the second clutch 9 to realize a desired second clutch transmission torque, sets a target hydraulic pressure to realize the target transmission torque Tclb, A target current for realizing the target hydraulic pressure is calculated, and the voltage V_clb applied to the solenoid valve 105b is adjusted so as to realize the calculated current, thereby controlling the current of the solenoid valve 105b and applying it to the second clutch 9. The second clutch 9 is engaged and released by adjusting the hydraulic pressure. Similar to the solenoid valve 105a, the current of the solenoid valve 105b is controlled by adjusting the voltage V_cl applied to the solenoid valve 105a by so-called PWM control.

  In the current control of the solenoid valve 105a and the solenoid valve 105b, it is desirable to execute so-called dither control.

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

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

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

  Further, the transmission control unit 100 controls the currents of the electromagnetic valves 105 i and 105 j by adjusting the voltages V_luba and V_lubb applied to the electromagnetic valves 105 i and 105 j, and the desired control for the first clutch 8 and the second clutch 9. Achieving a lubricant flow rate of

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

  For example, when the driver depresses the accelerator pedal with the shift range set to the D range or the like, the transmission control unit 100 determines that the driver is willing to start and accelerate, and the driver depresses the brake pedal. When it is inserted, it is determined that the driver intends to decelerate and stop, and the engine torque command value TTe is set so as to realize the driver's intention, and the first clutch 8 and the second clutch 9 are desired. The target hydraulic pressures of the first clutch 8 and the second clutch 9 are set so as to be the transmission torques Tcl and Tclb, and the applied voltage V_cl to the electromagnetic valve 105a and the applied voltage to the electromagnetic valve 105b so as to realize each target hydraulic pressure. Adjust V_clb.

  In addition, a target shift speed is set from the vehicle speed Vsp calculated from the output shaft rotation speed No and the accelerator pedal depression amount Aps, and an engine torque command value TTe is set so as to execute a shift operation to the set shift speed. The target hydraulic pressures of the first clutch 8 and the second clutch 9 are set so that the first clutch 8 and the second clutch 9 have desired transmission torques Tcl and Tclb, and the target hydraulic pressures are realized by the solenoid valve 105a. Applied voltage V_cl, applied voltage V_clb to electromagnetic valve 105b, and applied voltage V1_slv1 to electromagnetic valves 105c, 105d, 105e, 105f, 105g, and 105h so as to release / engage a desired synchronous meshing mechanism. , V2_slv1, V1_slv2, V2_slv2, V1_slv3, and V2_slv3 are adjusted.

  Next, specific control contents of the clutch standby control of the vehicle automatic transmission according to the present embodiment will be described with reference to FIGS.

  FIG. 3 is a flowchart showing an outline of the entire control content of the shift control including the clutch standby control according to the embodiment of the present invention.

  The control flow includes step 301 (shift standby control), step 302 (clutch standby control), step 303 (target gear position determination), and step 304 (shift control).

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

  In step 301 (shift standby control), the next shift speed is predicted based on the driving state such as the vehicle speed Vsp calculated from the output shaft speed No and the accelerator pedal depression amount Aps, and the predicted shift speed is determined based on the prediction result. A predetermined synchronous meshing mechanism used for achieving the above is set to the meshing state.

  For example, when traveling at the second speed, it is predicted whether the next shift speed will be the first speed or the third speed, and the first synchronous mesh mechanism 21 is set in advance as the first driven gear 11 or the third driven gear. The applied voltages V1_slv1 and V2_slv1 to the solenoid valves 105c and 105d are adjusted so as to engage with the gear 13.

  Details of step 302 (clutch standby control) are shown in FIG.

  In step 303 (target gear position determination), when the range position signal RngPos is in the D range (in the automatic transmission mode), the target gear position is determined from the vehicle speed Vsp calculated from the output shaft rotational speed No, the accelerator pedal depression amount Aps, and the like. Set. Further, when the range position signal RngPos is in the M range (in the manual shift mode), the target shift speed is set from the up switch signal UpSw and the down switch signal DnSw.

  Details of step 304 (shift control) are shown in FIG.

  Details of step 302 (clutch standby control) in FIG. 3 will be described with reference to FIG.

  In step 401, it is determined whether or not the manual shift mode is set. If the manual shift mode is not set, the process proceeds to step 404 (clutch release processing), which is on the side opposite to the clutch used to achieve the current shift stage. Keep the clutch in the released state. For example, when traveling at the second speed, the second clutch 9 is maintained in the released state. When traveling at the third speed, the first clutch 8 is maintained in the released state. If it is the manual shift mode, the routine proceeds to step 402.

  In step 402, a first determination is made as to whether or not to execute step 405 (clutch standby processing 1). That is, in step 301 (shift standby control), the shift standby control corresponding to the upshift side is completed for the current shift stage, and the output shaft rotational speed No is downshifted with respect to the current shift stage. If the value obtained by multiplying the gear ratio GR_L of the gear position corresponding to the side is larger than the upshift side start threshold value Nstb_H of standby control, the routine proceeds to step 405 (clutch standby processing 1). If the condition in step 402 is not satisfied, the process proceeds to step 403.

  In step 403, a second determination is made as to whether or not to execute step 405 (clutch standby processing 1). That is, in step 301 (shift standby control), the shift standby control corresponding to the downshift side is completed for the current shift stage, and the output shaft rotational speed No is upshifted to the current shift stage. If the value obtained by multiplying the gear ratio GR_H of the gear position corresponding to the side is smaller than the downshift side start threshold value Nstb_L of standby control, the routine proceeds to step 405 (clutch standby processing 1). When the state of step 403 is not established, the process proceeds to step (clutch release processing), and the clutch opposite to the clutch used to achieve the current gear position is released or maintained. .

  Here, it is desirable that the upshift side start threshold value Nstb_H is set to be equal to or higher than the upper limit rotational speed for preventing the engine 7 from over-rotating. In other words, when the shift is waiting on the upshift side and the downshift equivalent rotation speed exceeds the engine overrev rotation speed, the downshift is not executed, so it is predicted to be executed next. Step 405 (clutch standby process 1) is executed to improve the upshift response. Further, it is desirable that the downshift side start threshold value Nstb_L is equal to or lower than a predetermined lower limit rotational speed for preventing the engine 7 from stalling. In other words, when the shift is waiting on the downshift side and the engine speed corresponding to the upshift is lower than the engine underrev engine speed, the upshift is not executed, so that it is predicted to be executed next. Step 405 (clutch standby process 1) is executed to improve the downshift response.

  Here, it is desirable to determine the upshift side start threshold value Nstb_H and the downshift side start threshold value Nstb_L with hysteresis in order to reduce the influence of the vibration of the rotational speed and the like.

  In addition, since the speed of change of rotation changes depending on the acceleration of the vehicle, it is desirable to correct the upshift side start threshold value Nstb_H and the downshift side start threshold value Nstb_L based on the acceleration. When the vehicle acceleration is large on the positive side, the upshift-side start threshold value Nstb_H is corrected so as to be smaller than when the vehicle acceleration is small. On the other hand, when the vehicle acceleration is large on the negative side (the deceleration is When it is large, it is desirable to correct the downshift side start threshold value Nstb_L so that it becomes a large value as compared with when the vehicle acceleration is small on the negative side (when the deceleration is small).

  In step 405 (clutch standby process 1), the electromagnetic force is set so that the clutch opposite to the clutch used to achieve the current gear position can be engaged (a state immediately before starting torque transmission). A so-called hydraulic charging control is performed in which the voltage applied to the valve is adjusted and hydraulic pressure is applied to the clutch. In hydraulic filling control, immediately after the filling control is started, a predetermined level of hydraulic pressure (filling pressure) is applied for a predetermined filling time, and after the filling time has elapsed, the pressure immediately before the clutch starts torque transmission (standby pressure). In the hydraulic charging control executed in step 405 (clutch standby processing 1), the filling control parameters (filling pressure, charging time, and the like in step 506 (clutch standby processing 2) shown in FIG. 5 to be described later are executed. It may be configured as a set value different from (standby pressure). In step 405 (clutch standby processing 1), it is desirable to set the filling control parameter (combination of filling pressure and filling time) so as to prevent clutch shock due to overfilling rather than responsiveness. When the adjustment is performed, it is desirable to set the pressure lower than the filling pressure in step 506 (clutch standby processing 2). Furthermore, the clutch pressure may be set so as to prevent clutch shock due to overfilling even if the charging time is set to be long while the charging pressure is set low.

  Further, the filling control parameter (combination of filling pressure and filling time) in step 405 (clutch standby processing 1) may be corrected by acceleration. For example, when the vehicle acceleration is large on the positive side, the filling pressure is corrected to be a large value compared to when the vehicle acceleration is small, or the filling time is a long value compared to when the vehicle acceleration is small. It is desirable to correct so.

  Details of step 304 (shift control) in FIG. 3 will be described with reference to FIG.

  In step 501, it is determined whether or not the shift is started. When the shift is not started, the process is terminated, and when the shift is started, the process proceeds to step 502.

  In step 502, it is determined whether or not the shift operation has been completed. That is, it is determined whether or not the synchronous meshing mechanism brought into the meshing state by step 301 (shift standby control) in FIG. If they do not match, the routine proceeds to step 505 (shift engagement processing), and a predetermined synchronous meshing mechanism used for achieving the target gear position is brought into a meshing state. If they match, the process proceeds to step 503.

  In step 503, it is determined whether or not the clutch standby is completed. That is, it is determined whether or not the hydraulic pressure is supplied to the clutch used to achieve the target shift speed and is maintained at the pressure (standby pressure) immediately before starting the torque transmission. The standby control is executed in step 302 (clutch standby control) in FIG. 3, and if the clutch standby is completed, the process proceeds to step 504. When the clutch standby control is not being executed, the routine proceeds to step 506 (clutch standby processing 2), where the hydraulic pressure is supplied to the clutch used to achieve the target shift speed, and the state immediately before the torque transmission is started.

  In step 504, it is determined whether or not the so-called torque phase has been completed. That is, it is determined whether or not the clutch used for achieving the current shift speed is released and the clutch used for achieving the target shift speed is engaged. For example, in the case of an upshift from the second speed to the third speed, the first clutch 8 is released, the second clutch 9 is engaged, and the torque of the engine 7 is transmitted by the second clutch 9. If it is, it is determined that the torque phase has been completed, and the process proceeds to step 508 (inertia phase process). If the torque phase has not been completed, in step 507 (torque phase processing), the clutch used to achieve the current gear is gradually released, and the clutch used to achieve the target gear. Conclude gradually.

  In step 508 (inertia phase process), the torque of the engine 7 and the torque of the clutch used to achieve the target shift speed are controlled, and the rotational speed of the engine 7 is synchronized with the rotational speed corresponding to the target shift speed.

  Next, the first control example of the upshift when configured as shown in FIGS. 3 to 5 will be described with reference to FIG.

  FIG. 6 is a time chart of the upshift from the second speed to the third speed in the manual shift mode when step 302 (clutch standby control) in FIG. 3 is not executed.

  6A, FIG. 6A is the up switch, FIG. 6B is the position of the sleeve 1 which is the position of the first synchronization engagement mechanism 21, and FIG. 6C is the position of the third synchronization engagement mechanism 23. FIG. 6D shows the hydraulic pressure of the first clutch 8, FIG. 6E shows the hydraulic pressure of the second clutch 9, and FIG. 6F shows the engine speed Ne. Ne_p represents the rotational speed corresponding to the gear position before the shift, and Ne_n represents the rotational speed corresponding to the gear position after the gear shift.

  Prior to time t1, the vehicle is in a steady running state, and the torque generated by the engine 7 is transmitted by the first clutch 8 as shown in FIG. The next shift stage is predicted by step 301 (shift standby control) in FIG. 3, the prediction result is the third speed at time t0, and the position of the sleeve 1 in FIG. 6B is changed from the first speed side to the third speed side. Moving.

  At time t1, the driver operates the up switch FIG. 6A, and the target gear position is switched from the second speed to the third speed in step 303 (target gear position determination) in FIG. Here, since the position of the sleeve 1 in FIG. 6B is on the third speed side, the shift engagement process in step 505 is not executed, and the clutch standby process 2 is executed by the processes in steps 503 and 504 in FIG. Then, the hydraulic pressure of the third-speed clutch, that is, the second clutch ((E) in FIG. 6) increases, and the second clutch is brought into a state immediately before starting the torque transmission.

  If it is determined at time t2 that the clutch standby is completed in step 503 in FIG. 5, that is, a state immediately before starting torque transmission is reached, step 2 in FIG. 5 (torque phase processing) The hydraulic pressure of the first clutch, that is, the first clutch (FIG. 6D) is gradually reduced, and the hydraulic pressure of the third speed clutch, that is, the second clutch ((FIG. 6E)) is gradually increased. The torque is switched from the first clutch to the second clutch, and the torque generated by the engine 7 is transmitted by the second clutch, and the switching of the clutch torque is completed at time t3. .

  At time t3, it is determined that the torque phase is completed in step 504 in FIG. 5, and step 508 (inertia phase processing) in FIG. 5 is started. The engine speed in FIG. It converges to the number Ne_n. In FIG. 6 (F), the speed change ends at time t4 when the engine speed has converged to the engine speed Ne_n after the speed change.

  Next, a second control example of the upshift when configured as shown in FIGS. 3 to 5 will be described with reference to FIG.

  FIG. 7 is a time chart of the upshift from the second speed to the third speed in the manual shift mode when step 302 (clutch standby control) in FIG. 3 is executed.

  7 (A), (B), (C), (D), (E), and (F) are the same as (A), (B), (C), (D), and (E) in FIG. ), (F).

  Prior to time t1, the vehicle is in a steady running state, and the torque generated by the engine 7 is transmitted by the first clutch 8 as shown in FIG. The next shift stage is predicted by step 301 (shift standby control) in FIG. 3, the prediction result is the third speed at time t0, and the sleeve 1 position in FIG. 7B is changed from the first speed side to the third speed side. Moving.

  Further, at time t0 ′, the clutch standby process 1 is executed by step 402 and step 405 in FIG. 4, and the hydraulic pressure ((FIG. 7E)) of the third speed side clutch, that is, the second clutch is increased. The second clutch is brought into a state immediately before starting torque transmission.

  At time t1, the driver operates the up switch FIG. 7A, and the target gear stage is switched from the second speed to the third speed in step 303 (target gear position determination) in FIG. Here, the position of the sleeve 1 in FIG. 7 (B) is on the third speed side, and the second clutch in FIG. 7 (E) is in a state immediately before starting the torque transmission. Step 505 (shift engagement process) and step 506 (clutch standby process 2) are not executed, and step 507 (torque phase process) in FIG. 5 is executed immediately. In step 507 (torque phase processing), the hydraulic pressure of the second speed side clutch, that is, the first clutch (FIG. 7D) is gradually reduced, and the third speed side clutch, that is, the second clutch hydraulic pressure ( (Fig. 7E) is gradually increased, and the torque is switched from the first clutch to the second clutch, and the torque generated by the engine 7 is transmitted by the second clutch. The clutch torque replacement is completed at time t3.

  At time t3, it is determined that the torque phase is completed in step 504 in FIG. 5, and step 508 (inertia phase processing) in FIG. 5 is started. The engine speed in FIG. It converges to the number Ne_n. FIG. 7 (F) The shift is completed at time t4 when the engine speed has converged to the engine speed Ne_n after the shift.

  When step 302 (clutch standby control) in FIG. 3 is executed, in FIG. 7, the engine operates at time t3 after the driver operates the up switch at time t1 than in FIG. The time until the number starts to decrease can be shortened. As a result, the time until the engine speed converges to the engine speed Ne_n after the shift at time t4 can be shortened, and the shift response can be improved. .

  Next, a first control example of downshift when configured as shown in FIGS. 3 to 5 will be described with reference to FIG.

  FIG. 8 is a time chart of a downshift from the third speed to the second speed in the manual shift mode when step 302 (clutch standby control) in FIG. 3 is executed.

  In FIG. 8, FIG. 8A shows a down switch. 8 (B), (C), (D), (E), and (F) are the same as (B), (C), (D), (E), and (F) in FIGS. It is the same.

  Prior to time t1, the vehicle is in a steady running state, and as shown in FIG. 8E, the torque generated by the engine 7 is transmitted by the second clutch 9. The next shift stage is predicted by step 301 (shift standby control) in FIG. 3, the prediction result is the second speed at time t0, and the position of the sleeve 3 in FIG. 6C is changed from the fourth speed side to the second speed side. Moving.

  At time t0 ′, the clutch standby process is executed in steps 403 and 405 in FIG. 4, and the hydraulic pressure ((D) in FIG. 8D) of the second-speed clutch, that is, the first clutch is increased. One clutch is in a state immediately before starting torque transmission.

  At time t1, the down switch FIG. 8A is operated by the driver, and the target gear stage is switched from the third speed to the second speed in step 303 (target gear position determination) in FIG. Here, since the position of the sleeve 3 in FIG. 8C is on the second speed side and the first clutch in FIG. 8D is in a state immediately before the torque transmission is started, FIG. Step 505 (shift engagement process) and step 506 (clutch standby process 2) are not executed, and step 507 (torque phase process) in FIG. 5 is executed immediately. In step 507 (torque phase process), the hydraulic pressure of the third-speed clutch, that is, the second clutch (FIG. 8E) is gradually reduced, and the hydraulic pressure of the second-speed clutch, ie, the first clutch ( (D) is gradually increased, and the torque is switched from the second clutch to the first clutch, and the torque generated by the engine 7 is transmitted by the first clutch. The clutch torque replacement is completed at time t3.

  At time t3, it is determined that the torque phase is completed in step 504 in FIG. 5, and step 508 (inertia phase process) in FIG. 5 is started. The engine speed in FIG. It converges to the number Ne_n. FIG. 8 (F) The shift is completed at time t4 when the engine speed has converged to the engine speed Ne_n after the shift.

  With this configuration, it is possible to shorten the time from when the driver operates the down switch at time t1 until the engine speed converges to the engine speed Ne_n after the shift at time t4. The shift response can be improved.

  Next, a second configuration example of the vehicle automatic transmission and the control device according to the present invention will be described with reference to FIG.

  FIG. 2 is a skeleton diagram of a system configuration example showing an embodiment of an automatic transmission for a vehicle and a control device according to the present invention. The same reference numerals as those in FIG. 1 indicate the same parts. This configuration example differs from the configuration example shown in FIG. 1 in that the first clutch 8 and the second clutch 9 that transmit the torque of the engine 7 in the configuration example shown in FIG. On the other hand, in this configuration example, a dry single-plate clutch is used.

  The automatic transmission 51 is provided with a first clutch 98 and a second clutch 99, which are friction transmission mechanisms. By engaging and releasing the first clutch 98, the torque of the engine 7 is transmitted to the transmission first. Transmission to the input shaft 41 can be interrupted. Further, by engaging and releasing the second clutch 99, the torque of the engine 7 can be transmitted to and cut off from the transmission second input shaft.

  A pressure plate (not shown) provided in the first clutch 98 is controlled by the transmission control unit 100 by controlling a current of a first clutch motor (not shown) which is an electric motor provided in the first clutch actuator 71. No) and the transmission torque of the first clutch 98 is controlled.

  Further, the transmission control unit 100 controls the current of a second clutch motor (not shown) that is an electric motor provided in the second clutch actuator 72, so that the pressure plate provided in the second clutch 99 is controlled. (Not shown) is controlled to control the transmission torque of the second clutch 99.

  The clutch actuators 71 and 72 are provided with position sensors 71a (not shown) and 72a (not shown) for measuring the stroke positions of the respective clutches.

  By controlling the current of a first shift motor (not shown), which is an electric motor provided in the shift actuator 73, by the transmission control unit 100, the first synchronous meshing mechanism via a shift fork (not shown). 21, by controlling the position or load of 21 and engaging with the first driven gear 11 or the third driven gear 13, the rotational torque of the transmission second input shaft 42 is transmitted via the first synchronous meshing mechanism 21. It can be transmitted to the output shaft 43.

  Further, the transmission control unit 100 controls the current of a second shift motor (not shown), which is an electric motor provided in the shift actuator 74, so that the second synchronous meshing via a shift fork (not shown). By controlling the position or load of the mechanical mechanism 22 and engaging with the fifth driven gear 15, the rotational torque of the transmission second input shaft 42 is transferred to the output shaft 43 via the second synchronous meshing mechanism 22. Can communicate.

  Further, the transmission control unit 100 controls the current of a third shift motor (not shown), which is an electric motor provided in the shift actuator 75, so that the third synchronous meshing via a shift fork (not shown). By controlling the position or load of the main mechanism 23 and engaging with the second driven gear 12 or the fourth driven gear 14, the rotational torque of the transmission first input shaft 41 is changed to the third synchronous mesh mechanism 23. Can be transmitted to the output shaft 43.

  In this embodiment, the first clutch 98 and the second clutch 99 are operated as an electrically operated mechanism using a motor. However, the clutch is operated by a hydraulic mechanism using an electromagnetic flow control valve. It may be configured as described above, and can be configured using another mechanism for controlling the first clutch 98 and the second clutch 99.

  Next, a first control example of upshift when the same control as the control shown in FIGS. 3 to 5 is applied to the system configuration of FIG. 9 will be described using FIG.

  FIG. 10 is a time chart of the upshift from the second speed to the third speed in the manual shift mode when step 302 (clutch standby control) in FIG. 3 is not executed.

  In the system configuration of FIG. 1, in step 302 (clutch standby control) of FIG. 3, the clutch on the side opposite to the clutch used to achieve the current gear position is brought into a state where it can be engaged. 9 is configured to perform so-called hydraulic charging control by adjusting the voltage applied to the solenoid valve and applying hydraulic pressure to the clutch. In the system configuration of FIG. 9, step 302 (clutch standby control) in FIG. In step 405 (clutch standby processing 1) in FIG. 4, the current of the clutch motor is controlled so that the clutch opposite to the clutch used to achieve the current gear position is in a state immediately before the start of engagement. To control the clutch stroke. Also in step 506 (clutch standby processing 2) in FIG. 5, the clutch stroke is controlled by controlling the current of the clutch motor so that the clutch is brought into a state immediately before the start of engagement.

  10, (A), (B), (C), and (F) are the same as FIGS. 6 (A), (B), (C), and (F). FIG. 10D shows the stroke position of the first clutch 98, and FIG. 10E shows the stroke position of the second clutch 99. 10 (D) and 10 (E), P0 indicates a clutch fully disengaged position, P1 indicates a clutch engagement start position (position immediately before starting torque transmission), and P2 indicates a clutch complete engagement position.

  Prior to time t1, the vehicle is in a steady running state, and the torque generated by the engine 7 is transmitted by the first clutch 98, as shown in FIG. The next shift stage is predicted by step 301 (shift standby control) in FIG. 3, the prediction result is the third speed at time t0, and the sleeve 1 position in FIG. 10B is changed from the first speed side to the third speed side. Moving.

  At time t1, the driver operates the up switch FIG. 10A, and the target gear position is switched from the second speed to the third speed in step 303 (target gear position determination) in FIG. Here, since the position of the sleeve 1 in FIG. 10B is on the third speed side, the shift engagement process in step 505 is not executed, and the clutch standby process 2 is executed by the processes in steps 503 and 504 in FIG. The third-speed clutch, that is, the second clutch position ((FIG. 10E)) moves from P0 (clutch complete release position) to P1 (clutch engagement start position), and transmits torque to the second clutch. The state immediately before starting.

  If it is determined at time t2 that the clutch standby is completed in step 503 in FIG. 5, that is, a state immediately before starting torque transmission is reached, step 2 in FIG. 5 (torque phase processing) The position of the side clutch, that is, the first clutch (FIG. 10D) is gradually moved to the release side position, and the position of the third speed clutch, that is, the second clutch ((FIG. 10E)) Gradually move to the engagement side to replace the torque from the first clutch to the second clutch, and the torque generated by the engine 7 is transmitted by the second clutch. The torque replacement is completed.

  At time t3, it is determined that the torque phase is completed in step 504 in FIG. 5, and step 508 (inertia phase processing) in FIG. 5 is started. The engine speed in FIG. It converges to the number Ne_n. FIG. 10 (F) The speed change ends at time t4 when the engine speed has converged to the engine speed Ne_n after the speed change.

  Next, a second example of upshift control when the same control as that shown in FIGS. 3 to 5 is applied to the system configuration shown in FIG. 9 will be described with reference to FIG.

  FIG. 11 is a time chart of the upshift from the second speed to the third speed in the manual shift mode when step 302 (clutch standby control) in FIG. 3 is executed.

  11, FIGS. 11 (A), (B), (C), (D), (E), (F) are shown in FIGS. 10 (A), (B), (C), (D), ( The same as E) and (F).

  Prior to time t1, the vehicle is in a steady running state, and the torque generated by the engine 7 is transmitted by the first clutch 98 as shown in FIG. The next shift stage is predicted by step 301 (shift standby control) in FIG. 3, the prediction result is the third speed at time t0, and the sleeve 1 position in FIG. 10B is changed from the first speed side to the third speed side. Moving.

  Further, at time t0 ′, the clutch standby process 1 is executed in steps 402 and 405 of FIG. 4, and the third speed clutch, that is, the second clutch position ((FIG. 11E)) is set to P0 (clutch complete). It moves from the release position) to P1 (clutch engagement start position) to bring the second clutch into a state immediately before starting torque transmission.

  At time t1, the driver operates the up switch FIG. 11A, and the target gear position is switched from the second speed to the third speed at step 303 (target gear position determination) in FIG. Here, the position of the sleeve 1 in FIG. 11 (B) is on the third speed side, and the second clutch in FIG. 11 (E) is in a state immediately before starting torque transmission. Step 505 (shift engagement process) and step 506 (clutch standby process 2) are not executed, and step 507 (torque phase process) in FIG. 5 is executed immediately. In step 507 (torque phase processing), the position of the second speed side clutch, that is, the first clutch (FIG. 11D) is gradually moved to the release side, and the third speed side clutch, that is, the second clutch. ((E) of FIG. 11) is gradually moved to the engagement side to transfer torque from the first clutch to the second clutch, and the torque generated by the engine 7 is transmitted by the second clutch. At time t3, the clutch torque replacement is completed.

  At time t3, it is determined in step 504 in FIG. 5 that the torque phase has been completed, and step 508 (inertia phase processing) in FIG. 5 is started. The engine speed in FIG. It converges to the number Ne_n. In FIG. 11 (F), the speed change ends at time t4 when the engine speed has converged to the engine speed Ne_n after the speed change.

  When step 302 (clutch standby control) in FIG. 3 is executed, in FIG. 11, the engine operates at time t3 after the driver operates the up switch at time t1 than in FIG. The time until the number starts to decrease can be shortened. As a result, the time until the engine speed converges to the engine speed Ne_n after the shift at time t4 can be shortened, and the shift response can be improved. .

1 is a system configuration diagram showing an embodiment of a control method for a vehicle automatic transmission according to the present invention. 1 is a block diagram showing input / output signal relationships between a transmission control unit 100 and an engine control unit 101 used in a system configuration showing an embodiment of a control method for an automatic transmission for a vehicle according to an embodiment of the present invention. is there. It is a flowchart which shows the outline of the control content of the control method of the automatic transmission by one Embodiment of this invention. It is a flowchart which shows the processing content of clutch standby control shown in FIG. FIG. 4 is a flowchart showing the processing contents of the shift control shown in FIG. 3. FIG. It is a time chart which shows the 1st shift control example of the control method of the automatic transmission for vehicles by one embodiment of this invention. It is a time chart which shows the 2nd example of shift control of the control method of the automatic transmission for vehicles by one embodiment of this invention. It is a time chart which shows the 3rd shift control example of the control method of the automatic transmission for vehicles by one embodiment of this invention. It is a system block diagram which shows other embodiment of the control method of the automatic transmission for vehicles which concerns on this invention. FIG. 10 is a time chart illustrating a first shift control example of a control method for an automatic transmission for a vehicle when applied to the system configuration illustrated in FIG. 9. FIG. FIG. 10 is a time chart showing a second shift control example of the control method for the vehicle automatic transmission when applied to the system configuration shown in FIG. 9. FIG.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 1st drive gear 2 2nd drive gear 3 3rd drive gear 4 4th drive gear 5 5th drive gear 7 Engine 8 1st clutch 9 2nd clutch 11 1st driven gear 12 2nd driven gear 13 3rd driven gear 14 4th driven gear 15 5th driven gear 21 1st synchronous meshing mechanism 22 2nd synchronous meshing mechanism 23 3rd synchronous meshing mechanism 31 1st input shaft rotation sensor 32 2nd input shaft rotation sensor 33 Output shaft rotation sensor 41 Transmission first input shaft 42 Transmission second input shaft 43 Output shaft 50 Automatic transmission 61 First shift actuator 62 Second shift actuator 63 Third shift actuator 100 Transmission control unit 101 Engine control unit 103 Communication means 105 Hydraulic pressure Mechanism 106 Lever device 201 Accelerator opening sensor 202 Brax Pitch

Claims (11)

A plurality of friction transmission mechanisms for transmitting and interrupting the power of the driving force source; a plurality of transmission input shafts respectively coupled to the plurality of friction transmission mechanisms; the plurality of transmission input shafts; and a transmission output shaft; A plurality of gear trains that are selectively connected to each other by a selection operation of a plurality of synchronous mesh mechanisms, and a transmission input shaft and a transmission output shaft to which one friction transmission mechanism is coupled are connected via a gear train. Are connected to each other, and one frictional transmission mechanism is engaged and the other frictional transmission mechanism is released to achieve a desired shift stage and a predetermined shift stage is achieved. A transmission input shaft and a transmission to which a friction transmission mechanism that is not used for achieving the current gear stage is connected by operating a predetermined synchronous meshing mechanism based on the prediction result Wait for the output shaft to be connected via a predetermined gear train. A shift control method for a vehicular automatic transmission which performs shift standby control allowed to,
An automatic shift mode for starting a shift based on a shift map and a manual shift mode for starting a shift based on a driver's operation;
Used in the manual shift mode to achieve the current shift stage after performing the connecting operation of the synchronous meshing mechanism based on the prediction result and before starting the shift by the driver's operation. A shift control method for a vehicular automatic transmission, wherein a friction transmission mechanism standby control is performed so that torque transmission can be started on a friction transmission mechanism that has not been operated. A plurality of friction transmission mechanisms that transmit and block power of a driving force source by adjusting a pressing load of a pressing member that presses the friction surface; and a plurality of transmission input shafts that are respectively coupled to the plurality of friction transmission mechanisms; A plurality of gear trains that selectively connect between the plurality of transmission input shafts and the transmission output shaft by a selection operation of a plurality of synchronous mesh mechanisms, and one friction transmission mechanism is coupled A transmission input shaft and a transmission output shaft are connected via a gear train, and a desired gear stage is achieved by engaging one friction transmission mechanism and releasing the other friction transmission mechanism. When the next gear is achieved, the next gear is predicted, and based on the prediction result, a predetermined synchronous meshing mechanism is operated, and the one that is not used to achieve the current gear Transmission input shaft to which the friction transmission mechanism is connected A shift control method for a vehicular automatic transmission which performs a transmission output shaft shift wait control allowed to stand in the coupled state through a predetermined gear train,
An automatic shift mode for starting a shift based on a shift map and a manual shift mode for starting a shift based on a driver's operation;
Used in the manual shift mode to achieve the current shift stage after performing the connecting operation of the synchronous meshing mechanism based on the prediction result and before starting the shift by the driver's operation. The automatic transmission for a vehicle is characterized in that the friction transmission mechanism standby control is performed so that torque transmission can be started by increasing the pressing load of the pressing member of the friction transmission mechanism that is not used. Control method. A shift control method for an automatic transmission for a vehicle according to claim 2,
By including a hydraulic solenoid valve that controls the pressing member of the friction transmission mechanism, by increasing the hydraulic pressure supplied to the friction transmission mechanism to a predetermined value, and performing a standby process to hold the value increased for a predetermined time, A shift control method for an automatic transmission for a vehicle, wherein the friction transmission mechanism standby control is performed. A shift control method for an automatic transmission for a vehicle according to claim 3,
The standby processing in the friction transmission mechanism standby control is different from the standby processing in which the friction transmission mechanism is allowed to start torque transmission other than the friction transmission mechanism standby control. A shift control method for an automatic transmission for a vehicle. A shift control method for an automatic transmission for a vehicle according to claim 3,
In the standby process in the friction transmission mechanism standby control, the friction transmission mechanism is controlled in advance in comparison with the standby process in which the friction transmission mechanism can start torque transmission other than the friction transmission mechanism standby control. A shift control method for an automatic transmission for a vehicle, wherein the hydraulic pressure value is reduced. A plurality of friction transmission mechanisms that transmit and block the power of the driving force source by adjusting the position of a pressing member that presses the friction surface; and a plurality of transmission input shafts that are respectively coupled to the plurality of friction transmission mechanisms; A gear shift comprising a plurality of gear trains that selectively connect between the plurality of transmission input shafts and the transmission output shaft by a selection operation of a plurality of synchronous mesh mechanisms, and one friction transmission mechanism is coupled to The machine input shaft and the transmission output shaft are connected via a gear train, and one of the friction transmission mechanisms is engaged and the other friction transmission mechanism is released to achieve a desired gear stage, When the shift stage is achieved, the next shift stage is predicted, and based on the prediction result, a predetermined synchronous meshing mechanism is operated, and the one that is not used to achieve the current shift stage Transmission input shaft connected with friction transmission mechanism and speed change A shift control method for a vehicular automatic transmission which performs shift standby control allowed to stand in the connected state and the output shaft through a predetermined gear train,
An automatic shift mode for starting a shift based on a shift map and a manual shift mode for starting a shift based on a driver's operation;
Used in the manual shift mode to achieve the current shift stage after performing the connecting operation of the synchronous meshing mechanism based on the prediction result and before starting the shift by the driver's operation. A vehicle automatic characterized in that friction transmission mechanism standby control is performed in which torque transmission can be started by moving a position at which the pressing member of the friction transmission mechanism that is not used is waiting to a fastening side. A transmission control method for a transmission. A shift control method for a vehicle automatic transmission according to claim 2 or 6,
The friction transmission mechanism standby control is executed by comparing a value obtained by multiplying the number of rotations of the transmission output shaft by the speed ratio of the gear stage one step below the current gear stage and a predetermined rotation threshold value. Determining whether or not the shift control method for an automatic transmission for a vehicle. A shift control method for a vehicle automatic transmission according to claim 2 or 6,
Whether the friction transmission mechanism standby control is executed by comparing a value obtained by multiplying the number of rotations of the transmission output shaft by the gear ratio of the gear stage one stage above the current gear stage with a predetermined rotation threshold value. A shift control method for an automatic transmission for a vehicle, characterized by determining whether or not. A shift control method for a vehicle automatic transmission according to claim 2 or 6,
By the shift standby control, a synchronous meshing mechanism for achieving a shift stage that is one step higher than the current shift stage is connected, and a shift that is one step lower than the current shift stage with respect to the rotational speed of the transmission output shaft is connected. It is determined whether or not to execute the friction transmission mechanism standby control depending on whether or not a value obtained by multiplying the speed ratio of the step is larger than a high rotational speed limit of the driving force source. A shift control method for an automatic transmission for a vehicle. A shift control method for a vehicle automatic transmission according to claim 2 or 6,
With the shift standby control, a synchronous meshing mechanism for achieving a shift stage that is one step below the current shift stage is connected, and a shift stage that is one step above the current shift stage with respect to the rotational speed of the transmission output shaft. Whether to execute the friction transmission mechanism standby control is determined based on whether or not a value obtained by multiplying the transmission ratio is smaller than a low rotational speed limit of the driving force source. Shift control method for an automatic transmission for a vehicle. A plurality of friction transmission mechanisms for transmitting and interrupting the power of the driving force source; a plurality of transmission input shafts respectively coupled to the plurality of friction transmission mechanisms; the plurality of transmission input shafts; and a transmission output shaft; A plurality of gear trains that are selectively connected to each other by a selection operation of a plurality of synchronous mesh mechanisms, and a transmission input shaft and a transmission output shaft to which one friction transmission mechanism is coupled are connected via a gear train. Are connected to each other, and one frictional transmission mechanism is engaged and the other frictional transmission mechanism is released to achieve a desired shift stage and a predetermined shift stage is achieved. A transmission input shaft and a transmission to which a friction transmission mechanism that is not used for achieving the current gear stage is connected by operating a predetermined synchronous meshing mechanism based on the prediction result Wait for the output shaft to be connected via a predetermined gear train. A shift control apparatus for a vehicular automatic transmission which performs shift standby control allowed to,
An automatic shift mode for starting a shift based on a shift map and a manual shift mode for starting a shift based on a driver's operation;
Used in the manual shift mode to achieve the current shift stage after performing the connecting operation of the synchronous meshing mechanism based on the prediction result and before starting the shift by the driver's operation. A shift control device for an automatic transmission for a vehicle, comprising: a friction transmission mechanism standby control unit that sets a friction transmission mechanism that is not in a state where torque transmission can be started.

Images