JPH01199036A - Speed change control device for automatic speed change gear - Google Patents

Abstract

PURPOSE:To reduce the occurrence of a speed change shock, by a method wherein, based on the number of revolutions of the input shaft of a speed change mechanism during speed change, feedback control is made on the fastening force of the one of a plurality of friction elements, and feedforward control is made on the other. CONSTITUTION:During speed change in which the fastening force of a plurality of friction elements of a speed change mechanism 10, a control means D causes a feedback control means B to perform control of the one friction element, and a feedforward control means C to perform control of the other. In this case, the number of revolutions of the input shaft of the speed change mechanism 10 is detected by A detecting means A, based on the detection, feedback control is made on the fastening force of the one friction element, and according to the change state of the number of revolutions of the input shaft, the control value of the feedforward control means C is corrected by a correction means E. This constitution performs further excellent regulation of the number of revolutions by feedforward control and feedback control, and enables reduction of the occurrence of a speed change chock.

Description

DETAILED DESCRIPTION OF THE INVENTION [Industrial Applicability] The present invention relates to a speed change control device for an automatic transmission, and particularly to control of the engagement force of a friction element during speed change.

(Prior Art) Generally, an automatic transmission is equipped with a torque converter and a speed change mechanism using a planetary gear mechanism, etc., and the speed change mechanism is equipped with various friction elements such as clutches and brakes for changing the power transmission path. These friction elements are operated by a hydraulic control circuit.A solenoid pulp or the like incorporated in the hydraulic control circuit is controlled to engage and release the friction elements to effect a speed change. In this case, when the friction element is switched from open to engaged or from engaged to disengaged for gear change, if the change in the engagement force is not appropriately adjusted, problems such as torque shock may occur.

As a countermeasure to this problem, it has been considered in the past to control the engagement force of the friction II element during gear shifting.

For example, in the device disclosed in Japanese Patent Application Laid-open No. 56-10851, the hydraulic pressure supplied to the friction element is controlled so that the above-mentioned fastening force changes gradually during gear shifting, and the shift time (time required for gear shifting) is controlled. The actual shift time is adjusted to correspond to the reference value by setting a reference value in advance and correcting and controlling the oil pressure according to the difference between this reference value and the actual shift time.

(Problem to be Solved by the Invention) However, if the conventional device described above only corrects and controls the oil pressure supplied to the friction elements according to the shift time, it is difficult to appropriately adjust torque fluctuations and rotational speed fluctuations during the gear shifting process. However, it was difficult to achieve sufficient torque shock reduction.

In other words, when shifting, the effective gear ratio changes after a predetermined period of time has elapsed due to operational delays in the control system and drive system after a shift command is issued, and the rotational speed of the transmission mechanism input shaft (turbine of the torque converter) changes. The rotation speed gradually changes until the gear ratio reaches a predetermined gear ratio of the speed change light. In this case, even if you check the shift time and perform correction control to make it correspond to the target value as in the conventional device described above, in the process of changing the rotation speed, it may become inappropriate due to various factors such as oil temperature. This may cause significant rotational speed fluctuations.

In particular, depending on the gear position, it may be necessary to operate multiple friction elements, and in such cases, each I! ! The fastening force of the friction element changes depending on the rotation speed.
Therefore, it is difficult to appropriately control changes in the rotational speed at each stage of the gear shifting process by simply performing control according to the shift time.

In view of the above-mentioned circumstances, the present invention appropriately adjusts the rotational speed change during gear shifting, and in particular can effectively adjust the rotational speed change even when a plurality of *m elements are operated at the same time. It is an object of the present invention to provide a shift control device for an automatic transmission that can suppress the shift.

(Means for Solving the Problems) In order to achieve the above object, the present invention makes it possible to control the fastening force of the friction elements provided in the transmission mechanism 10, as shown in the configuration explanatory diagram of FIG. In an automatic transmission, a detection means A detects the rotation speed of a transmission mechanism input shaft, and a feedback control means performs feedback control of the fastening force of the friction element based on a change in the rotation speed detected by the detection means A. B, a feedforward control means C that controls the fastening force of the friction elements according to predetermined characteristics set in advance, and control of the fastening force of one of the friction elements during a shift in which the fastening forces of the plurality of FJII elements are controlled. is controlled by the feedback control means B, and control selection means is provided for controlling the fastening force of the other friction element by the feedforward control means C.

In this 5A position, it is more desirable to include a correction means E for correcting the control value of the feedforward control means C in accordance with the change in rotational speed VB of the transmission mechanism input shaft.

(Function) According to the device configured as described above, the fastening force of the friction element at each stage of the gear shifting process is controlled in real time by feedback control based on the detection of the rotational speed change during the gear shifting process, and the rotational speed change is appropriately adjusted. be done. When multiple friction elements are operated simultaneously, it is not possible to control the engagement force of multiple friction elements based only on the rotational speed signal, so the engagement force of one friction element is feedback-controlled. In this case, the fastening force of the other friction element is subjected to feedforward control in accordance with predetermined characteristics so that the rotational speed does not deviate significantly from the proper state due to the fastening force. As a result, the rotational speed change can be effectively adjusted by feedback control.

Furthermore, the correction means E corrects the control value of the feedforward control means C according to the change in the rotational speed of the transmission mechanism input shaft. If the control value of the II control is corrected, control accuracy will be further improved.

〔Example〕

FIG. 2 shows the overall structure of an automatic transmission to which the device of the present invention is applied. This automatic transmission includes a torque converter 2 connected to an output shaft 1 of an engine, and a speed change gear mechanism 10 disposed on the output side of the torque converter 2. The torque converter 2 is connected to the output shaft 1 of the engine.
The pump 3 is fixed to a pump 3, a turbine 4, and a stator 5 provided on a fixed shaft 7 via a one-way clutch 6.

The speed change gear mechanism 10 includes an oil pump driving solid shaft 12 whose base end is fixed to the output shaft 1 of the engine and whose tip end is connected to the oil pump 40. , a hollow turbine shaft (input shaft of the transmission gear mechanism) 13 whose base end is connected to the turbine 4 of the torque converter 2 is provided, and a Rapigno type planetary gear unit 14 is provided on the turbine shaft 13.

This planetary gear unit 14 has a small diameter sun gear 15
, a large diameter sun gear 16, a long pinion gear 17, a short pinion gear 18, and a ring gear 19.

This 14-pin planetary gear unit is compatible with the following types of WIIl! elements are included. That is, the first one-way clutch 22 is located on the side far from the engine.
A forward clutch 20 that connects and disconnects power transmission between the small diameter sun gear 15 and the turbine shaft 13, a coast clutch 21 that connects and disconnects power transmission between the small diameter sun gear 15 and the turbine shaft 13, and the large diameter sun gear 16. a 2-4 brake 23 having a brake drum 23a connected to the brake drum 23a and a brake band 23b hooked to the brake drum 23a;
A reverse clutch 24 is arranged to connect and disconnect power transmission between the large-diameter sun gear 16 and the turbine shaft 13 via the reverse clutch 24 . Further, a carrier 14a of the planetary gear unit 14 and a speed change gear mechanism 1 are provided on the radially outer side of the planetary gear unit 14 and on the engine side.
a low reverse brake 25 that engages and disengages the case 10a of the planetary gear unit 14; a second one-way clutch 26 that engages and disengages the carrier 14a and the case 10a; A 3-4 clutch 27 is arranged to connect and disconnect power transmission. 28 is an output gear, and 29 is a lock-up clutch.

This transmission-heavy mechanism 10 itself has four forward speeds and one reverse speed.
It has several gears, and a desired gear can be obtained by appropriately operating the clutches 20, 21, 24, 27 and brakes 23,25.

Figure 3 shows the above-mentioned friction requirements *<each clutch, brake) 20
．． 23, 24, 25, 27, and 29 are shown. In this hydraulic control circuit, the hydraulic pressure of the hydraulic oil pumped up from the reservoir tank 41 by the pump 40 is
The pressure is regulated by PRV) 42, and the manual pulp 43
is supplied to port 9 of. This manual pulp 43 is manually shifted to each range P, R, N, D, and 2.1, and depending on the range position, the port Q and other ports a, c, e, and r are connected to each other. The communication status can be switched. The above manual pulp 43 and each m
*A 1-2 shift valve (1-28V) 44.3-45Y is installed in the hydraulic circuit between the 2-4 brake 23 and the actuator to switch the hydraulic pressure supply state to the actuator of the 2-4 brake 23.
2-3 shift pulp (2-3SV) 45 and 3-4 pressure control valve (3-4PCV) for switching the hydraulic pressure supply state and adjusting the hydraulic pressure to the pipe 27
Servo pressure control pulp (SPCV) 47, coast control pulp (CCV) 48, coast exhaust pulp 49, reverse pressure control pulp 50, which adjusts the oil pressure etc. of the release chamber of the 46.2-4pL/-123 7-cut unit. A forward control pulp 51, a lock-up control valve 521.0-reducing pulp 53, and a converter relief valve 54 are incorporated.

The above 1-28V44 is the first solenoid valve (first SL).
) 61 and second solenoid pulp (second S L')
The 2-38V45 is switched in accordance with the pilot pressure controlled by the 28th L62.

Furthermore, this hydraulic control circuit includes a solenoid reso-acing valve 70 that reduces the hydraulic pressure from the pump 40 to a predetermined pressure.
are provided, and first to fourth duty solenoid pulps (DSL) 71 to 74 for adjusting oil pressure are provided. Of these DSLs, the 20th SL 72 adjusts the pilot pressure of the 3-4 PCV 46, and thereby adjusts the hydraulic pressure supplied to the actuator of the 3-4 clutch 27. Also, the 30th S
L73 adjusts the pilot pressure of the 5PCV47, and thereby adjusts the oil pressure in the release chamber of the 7 actuator of the 2-4 brake 23, and
The pilot pressure given to the CCV 48 via the PCV 47 is also adjusted.

According to such a hydraulic control circuit, each operation and adjustment of the engagement force of the 3-4 clutch 27 and 2-4 brake 23 related to gear shifting in the D range etc. are controlled by the first and second SL61.6.
2 and 2nd. This is done under the control of the third DSL 72,73.

In other words, when the 28L62 is turned off (the state in which the pilot pressure is increased), the 2-3SV45 is turned on (the hydraulic pressure supply status m
Therefore, when the second DSL 72 is duty-controlled in this state, the 3-4 clutch 27 is connected via the 3-4 PCV 46.
The engagement force of the 3-4 clutch 27 is adjusted by adjusting the hydraulic pressure supplied to the actuator of the second DS.
3-4 clutch 2 when L72 is off with duty 0%
7 is fully engaged state, 20th SL72 is duty 100
%, the 3-4 clutch 27 is fully open.

Also, when the first SL61 is off and the second SL62 is on (f), the 1-2SV44 is in a state of stopping the hydraulic pressure supply to the apply chamber of the actuator of the 2-47L/- key 23, and in other cases, the above apply chamber On the other hand, by controlling the duty of the third DSL 73, the hydraulic pressure in the release chamber is adjusted via the 5pcv 47.

The 2-4 brake 23 is released when the oil pressure supply to the apply chamber is stopped, and responds to the oil pressure of the release chamber adjusted by the 30th SL 73 when the oil pressure is supplied to the apply chamber. The fastening force is adjusted, and when the 30th SL73 is off with a duty of 0%, it is 3-
When the 4th clutch 27 is fully open and the 3rd DSL 73 is on with a duty of 100%, the 3-4 clutch 27 is fully engaged.

Here, 3-3 at each gear when in the D range.
4 clutch 27. The state of the 2-4 brake 23 and the coast clutch 21, and the 1st clutch that determines these states. 2nd SL
61.62 and 2nd. The status of the third DSL 72,73 is shown in Table 1.

Above 1st. 2nd SL61.62 and 1st to 40th S
171 to 73, as shown in FIG.
controlled by a control signal from φ. This control unit 80 includes a turbine rotation speed signal 81 from a sensor that detects the turbine rotation speed of the torque converter 2 (rotation speed of the input shaft of the transmission mechanism), a vehicle speed signal 82 from a sensor that detects the vehicle speed, and an intake passage of the engine. a throttle opening signal 83 from a sensor that detects the opening of the throttle valve inside;
Oil temperature signal 8 from the sensor that detects the oil temperature of the hydraulic control circuit
4th grade is entered.

The control unit 80 determines a gear position based on a preset shift pattern in response to a city speed signal @82, a throttle hundred degree signal 83, etc., and obtains a friction element engagement state that achieves the gear position. As such, the hydraulic pressure supply state to each friction element is controlled by the control signal output to the hydraulic control circuit. Furthermore, by performing the v control shown in the flowchart etc. to be described later during gear shifting, the feedback control means B1 feed forward control means 0 in FIG.
1 control selection means and correction means E.

In this embodiment, as shown in FIG. 5, the control at the time of shifting by the control unit 80 includes a period from a shift command time to to a time t1 when the effective gear ratio starts to change, and a change in the effective gear ratio. It will be held in separate periods.

In other words, for a certain amount of time after receiving the gear shift command signal @ (
to -tl), the effective gear ratio does not change due to delays in oil pressure supply and turbine speed fluctuations (the period in this state is called the torque phase region and is indicated by the symbol X in the figure), and then the effective gear ratio changes. The ratio gradually changes (the period in this state is called an inertia phase region and is indicated by the symbol Y in the figure). Then, the shift ends at time t2 when the effective gear ratio reaches the predetermined gear ratio of the shift light (the area after the end of the shift is indicated by Z). In such a shift process, in the above torque phase region Perform phase control. - On the other hand, in the inertia face region Y, rotation feedback control is performed.

This rotational feedback control is performed in the case of a shift in which only one friction element is operated, such as in a shift from 1st to 2nd gear in which only the 2-4 brake 23 is operated from release to engagement.
Feedback control is performed on the DSL that adjusts the engagement force of the friction wA element according to the turbine rotation speed, and the 2-4 brake 23 is opened and the 3-4 clutch 27 is engaged. In the case of a shift in which two friction elements are operated, such as when shifting from second to third speed, feedforward l111m is performed for one DSL while feedback control is performed for the other DSL.

Specifically, Tables 2 (patterns during torque phase control) and Table 3 show the DSL N11l patterns set according to the active gear position (the gear before shifting) and the optimum gear (the gear after shifting). (Pattern during rotation control control) is shown.

In addition, 1. The second SL61.62 is turned off during both torque phase control and rotation control w4III.

Table 2 Table 3 FF: Feedforward control FB: Feedback control Feedback control in rotation control 0-small control is as follows:
Proceed as shown in Figure 6. That is, the target rotation speed Ne after shifting is calculated based on the vehicle speed and gear ratio, and the rotation speed change rate αm is set based on this target rotation speed Ne and the turbine rotation speed NS of the rotation control 111 m ring. From the rate of change αm, when the rotation control is 0-small control, 111rm is 1
Target rotation speed N1 for each control cycle divided into 6 mS units
．． Set N2... Then, when the turbine rotation speed reaches the target rotation speed in each control cycle, the DSL is switched from on to off. As a result, the duty for each control cycle is naturally adjusted as shown by the solid line and the broken line according to the rate of change in the turbine speed, and feedback I1m is performed so that the rate of change in the turbine speed becomes the target value.

Note that the turbine rotation speed is detected based on the measurement of the time of six pulses of the rotation speed signal, and the responsiveness of the detection is improved by performing sequential detection by shifting one pulse at a time.

7(a) to (0) show maps of various values used in the torque phase control and rotation control, and these maps are stored in the memory within the control unit 80.

That is, FIG. 7(a) is a map of the initial duty IDuo in torque phase control, and this value Due
is set and stored according to the throttle opening (the numerical values in the chart are the ratio to the throttle fully open). FIG. 7(b) is a map of the optimum torque fuse time Tt.
t is set and stored according to the throttle opening. FIG. 7(C) shows a map of the minimum value DU (Sin) and maximum value (W+aX) of the duty change rate ΔDU1 in torque face control, and these values are set and stored according to the oil temperature. Above minimum value D LJ (win), maximum value D
U (wax) is set so as to leave the control width of the rotation control control.

FIG. 7(d) shows the correction value Δ of the duty initial value DUo.
This correction value ΔDUo is the absolute difference between the optimum torque phase control value stored in the map of FIG. The value is set according to the value.

FIG. 7(e) shows the optimum turbine rotation control time Tm
This time Tm is set according to the throttle valve for each gear stage. FIG. 7(f) shows the duty-day change rate Δour, minimum 1iflDLJ when feedforward control is performed in 8-turn control control.
This is a map of r (giin) and maximum IIDUr (wax), and these values are set and stored according to the oil temperature. FIG. 7 (Q) is a map of the correction value Δ[) LJ rr of the duty change rate ΔDUr, and this value Δ[]
Urr is set to a value corresponding to the absolute value of the difference between the optimum turbine rotation control time Tm stored in the map of FIG. 7(e) and the learned value of the turbine rotation control time investigated under predetermined conditions. .

Specific examples of control during gear shifting are shown in flowcharts as shown in FIGS. 8 to 12.

FIG. 8 shows a routine for determining acceleration/deceleration necessary when examining learning conditions for torque face time, which will be described later. In this routine, the vehicle speed change ΔV for 0.4 to 0.5 seconds is the first
If the determination is No, if the vehicle speed change ΔV is negative, it is checked whether its absolute value is greater than or equal to a second set value (step S1).
83).

Furthermore, in order to prevent misjudgment, counter 1. Using J,
If the determination in step S1 is YES, when the counter I recognizes that this state has continued three times, the counter J is set to 0 and acceleration is determined, and the deceleration determination is cleared (steps 84 to Ss). . In addition, if the determination in step S3 is YES, when the counter J recognizes that this state has continued three times, the counter I is set to 0.
At the same time, it is determined that the vehicle is decelerating, and the acceleration determination is cleared (steps 89 to 5t3). Except during acceleration/deceleration, counter 1. Set J to O and clear acceleration/deceleration judgment (
Steps Sw, Ss).

FIG. 9 shows a main routine for control during gear shifting. In this routine, first, based on a preset gear shifting pattern, an optimum gear position is determined according to the vehicle speed and throttle opening (step 820). Next, a routine SA for torque face control, which will be described later, is repeated until it is determined that the torque phase has ended (step 830), and then a routine SB, which will be described later, for rotation control
The process is repeated until it is determined that IIIWa has ended (step 340). When the gear shift is achieved after completing these 11 controls, υ control is performed after the gear shift is completed to fix the pulp in a state corresponding to the above-mentioned optimum gear position according to Table 1 (step 85).
0).

FIGS. 10(a) to (C) show a routine SA of torque phase control. In this routine, first, at the start of torque phase control (when the determination in step SA1 is YES),
If it is a shift up and there is an acceleration determination, the inertia phase detection permission flag is turned on, otherwise the flag is turned off (steps SA2 to SA
5).

Further, the optimum torque phase time t is checked and set from the map in FIG. 7(b) (Step 5Ae), and the drive solenoid pattern (DSL to be driven) is determined by search from the ring configuration and optimum stage (Step SA7). ) along with the second. For each third DS172.73, De1-day change rate ΔDU1 minimum value DU (sin) according to oil temperature
, a maximum of 1 [DU(WaX) is searched from the map shown in FIG. 7(C) (step SAa). Also, initial duty 111DU.

Step 5A9)
, and the above-mentioned initial duty 1aDUo is corrected by the correction value ΔDue obtained during the previous shift.
Aw).

Next, as a control that is repeated during the torque phase system period, after checking the increase and decrease in duty (see Table 2) for each of the above DS172.73, (step Sn
), in the case of duty reduction, the previous duty value DU
The current duty value DUn is set to a value obtained by subtracting the rate of change ΔDue from n-1, so that the duty value is gradually decreased (step 5A12), and the duty value D U (gain) is set. In the case of an increase in duty, steps SAa to 5A14 are performed, with the increase/decrease in duty, comparison of magnitude, etc. reversed (Step SA
s~5Av). If there is no increase or decrease in duty, the duty value is set to 0% or 100% (step SAm).

Next, check the inertia phase detection permission flag (step SAm), and if it is on, return as is (repeat this routine process) until the turbine rotation speed starts to decrease, but if the turbine rotation speed starts to decrease. Then move to step S A 21 (step 5A20)
. If the inertia phase detection permission flag is off,
The process returns as is until the optimum torque phase time has elapsed, but when the optimum torque phase time has elapsed, the process moves to step 5A21 (step S A 22 ). In step S A 21, it is determined whether the torque face learning conditions are satisfied. This torque phase 1 time review learning condition is when there is an inflection point in the change in the turbine rotation speed, and in order to learn under certain conditions, the upshift is in an acceleration state, and the brakes of the vehicle are not depressed. condition, the oil temperature is above a predetermined value, and the oil temperature is in the D or S range.

If the above learning condition is not satisfied, the torque face control is immediately terminated, but if the above learning condition is satisfied, the torque face control is stopped after the time until the turbine rotation speed starts to decrease.
Learning torque phase time (step S A 23
). Furthermore, the difference between tmdt and the learned value during the optimum torque phase is determined, and if the difference is larger than the set value, the correction value ΔDue is determined from the map in FIG. 7(d) (Steps 5A24 to 5A211), and further The above value is set to a positive or negative value depending on whether the difference is positive or negative (Step S A 2
7 to 5A29), and the torque phase control is ended (step SA30).

FIGS. 11(a) to 11(C) show a rotation control routine S8. In this routine, first, the transition point from torque face control to rotation control 13tll (
If the determination in step SB1 is YES), calculate the target turbine rotation speed Ne after the shift based on the vehicle speed and gear ratio (step 8B2), and perform the optimum turbine rotation control by searching the map according to the throttle opening and gear position. Setting Tm (step 883), determining the drive solenoid pattern by searching the map according to the ring installation and optimum stage (step S
B4), Duration change rate ΔDUr according to oil temperature
1 Minimum value D ur (sin) ・, maximum value Δ□ U
A map search (step SBs) of r (sax) is performed sequentially.

Next, it is checked whether the shift condition requires feedforward control for one DSL (step SBa).
), if feedforward control is not to be performed, the process moves directly to step 5818, but if feedforward w4III is to be performed, the final duty of the torque phase system is set to the initial value o at the time of transition to rotation control control.
u oo and the death tee change rate ΔDUr
is corrected using the correction value ΔDUrr obtained during the previous gear change (step 887 to SBs). Furthermore, as a process that is repeated every control cycle, the duty change rate Δour, the minimum value ou r (stn), and the maximum value ΔDur (■aX) in this case are used for the DSL that performs feedforward @-, and the torque phase is l9
Steps SA11-5 in IIl The same processing as AIIS is performed (steps SBm-SB?7).

Further, the presence or absence of feedback control in the rotation control is checked (step 5B1a), and if feedback control is not performed, the rotation control is ended when the optimum turbine control time has elapsed (step 7B1a).
8B37.88311).

When performing feedback control, at the time of transition to rotation control control, the turbine rotation speed change rate αm is set as (Xm - (NS - Ne) XL 6/T
m (step Sem, 8820).

Furthermore, each l1
Target turbine rotation speed N for each lIl cycle (C0M)
Compute n as N (COM)n -N (COM)nt -am. Then, after checking whether it is an upshift (step S B22), if it is an upshift, the target turbine rotation speed N (COM) n for each control cycle is determined.
Processing (step 5823.8B24) to prevent the engine speed from becoming smaller than the post-shift target turbine speed Ne is performed (step 5823.8B24), and until the actual engine speed N becomes equal to or less than the set value added to the post-shift target speed Ne. If you want to return to step 5B25) and downshift,
Perform the same process as steps S B23 to 8825 using the rotation speed relationship as a guide (steps S B26 to S B
2a).

At the end of the rotation control when the determination in step SB25 or step 5B28 is YES, it is checked whether the learning conditions for the turbine rotation control time are satisfied (step SB29). This learning condition is also the same as the learning condition for torque phase time. Then, if the learning condition is not satisfied, the rotation control control is terminated, but if the learning condition is satisfied, the turbine rotation control time is learned by checking the time from the time of transition to the rotation control control to the present time, and the learning condition is Based on the comparison between the value and the optimum turbine rotation control time m, the control value of the feedforward control is corrected (
Steps SB30-SB36). The processing in steps SB 30 to SB 36 is almost the same as steps SA 23 to SA2g in the torque phase control, but in order to correct the duty change rate ΔDUr, a correction value ΔD U rr is determined.

FIGS. 12(a) and 12(b) show a DSL driving routine that is performed by interrupt processing separately from the routines shown in FIGS. 9 to 11, and this routine is performed every 2 mS.

In this routine, it is first checked whether torque phase control is being performed (step 501), and if torque phase control is being performed, the duty counter value is read (step 5).
C2). This counter value is 1fi (16
xDun/100). Then, it is checked whether this counter value is less than [2×k] (k is a value between O and 7 that is updated every 2 ms) (step 5C3), and the determination is No.
During this period, turn on the 20th SL72, and if YES, turn on the 2nd DS.
By turning off L72, control according to the duty value DUn is executed (steps SC4, SCs). Subsequently, the same processing as steps SC2 to SC5 is performed in the 30th S.
This is also carried out for L73 (steps SCs to 5Ce).

If torque phase control is not in progress, it is checked whether rotation control is in progress (before step SC).

If rotation control is being performed, a subroutine (SLJB:
DU2), and if feedback control should be performed, turn on the 20th SL rotation control flag (
Steps 5C11-5CU). Similar processing is performed for No. 308173 (steps before SC to SCw). Further, if feedback control is to be performed for any of the second and third DSLs 72 and 73 (step SCv).

S (, 7 lag on if any of a is determined), feedback control is executed for that DSL in steps 5C19 to 5C2a.

This feedback control reads the target turbine rotation speed N(COM)n and the actual turbine rotation speed N for each control cycle set in step 8821 of the rotation control control routine 8B (steps SC1, 5C20),
In the case of upshifting, [N (COM)n<Nl or not, in the case of downshifting, [N (COM)n>N1tp]
Check the negative tp (steps 5C22, 5C23). If the judgment is YES and the pulp off flag is off (step 5C24, SC2 judgment is No), the pulp (
DSL) is turned on (step 5C26), otherwise the pulp is turned off and the pulp off flag is turned on (step 5C27, SC2g).

The pulp off flag is used to prevent the pulp from being turned on again after it has been switched from on to off within one control cycle.

The processing of steps 5C21 to 5C2a and step S
C2! The 6th
Feedback $13111 as shown in the figure is executed.

According to the above control, in the torque phase region until the turbine rotational speed changes due to gear shifting, the torque phase control routine SA in FIG. 10 and the DSL in FIG.
Feedforward control is performed by steps SC1 to SC9 in the drive routine SC, and torque fluctuations in this region are appropriately adjusted.

In addition, in the inertia shaft I-Z m range where the turbine rotational speed changes due to gear shifting, the rotation control $1 shown in FIG.
Feedback control is performed by the processing of steps SC4-5C2a in the 011 routine 8B and the processing of steps SCa-5C2a in the DSI-drive routine SC of FIG. By this llIm+, the friction wA element fastening force is adjusted so that the turbine rotation speed changes in accordance with the target value for each control cycle, and the rotation speed change is adjusted appropriately.

At this time, for example, when shifting from 2nd to 3rd gear, the
When the fastening forces of two friction elements are respectively controlled, during feedback control for one friction element, the fl of the other friction element is controlled.
If the fastening force of the friction element deviates significantly from the appropriate value, a situation will arise in which the rotation speed cannot be adjusted correctly by feedback control.However, for the other friction element, step SB7 of the rotation control routine S
~SBm and DSLS dynamic drive routine SC middle step 5C1
By performing the feedforward control through the process of step 2 or step 5O14, the above situation can be avoided and feedback control can be performed effectively.

Further, in the embodiment, the rotation control control routine S8
In the processing of steps S B 29 to S B 36, the duty change rate ΔDUrr of the feedforward control is
Since the correction is made, the control value of the feedforward ti control is further optimized.

[Effects of the Invention] As described above, the shift control device for an automatic transmission of the present invention performs feedback control of the fastening force of the friction element based on the rotation speed of the transmission mechanism input shaft during shifting, so Changes in the rotation speed inside can be controlled in real time and adjusted appropriately.

Furthermore, when controlling the fastening force of multiple *m elements, one is fed back III and the other is controlled feed forward according to preset characteristics, so in this case as well, the rotation speed adjustment by feedback control can be performed well. I can make you do it. Therefore, it is possible to sufficiently reduce the shift stress.

Also, depending on the rotation speed change state, feedforward 1l
By correcting the l1IIIl value of the ltI1 means, the rotation speed can be adjusted even better by the feedforward i11 control and the feedback υIII.

[Brief explanation of the drawing]

Fig. 1 is a configuration explanatory diagram of the present invention, Fig. 2 is a mechanical diagram showing an example of a transmission mechanism, Fig. 3 is a circuit diagram showing an example of a hydraulic control circuit, Fig. 4 is a 10-step diagram of the control system, and Fig. 4 is a diagram showing an example of a hydraulic control circuit. FIG. 5 is an explanatory diagram showing state changes in the gear shifting process, FIG. 6 is an explanatory diagram showing a specific example of feedback control, and FIGS. 7(a) to (a) are maps of various parts stored in the control unit. Figures, Figures 8, 9, 10 (a) to (C), 1st
1A to 1C and FIGS. 12A and 12B are flowcharts showing specific examples of speed change control. A...detection means, B...feedback control means,
C... Feedforward control means, D... Control selection means, E... Modification means, 10... Speed change mechanism, 61
．． 62...Solenoid pulp, 71-74...De1
-j Isolenoid valve, 80...control unit. Patent applicant Mazda Co., Ltd. Agent
Patent Attorney Etsushi Kotani Patent Attorney Chief 1) Masamukai Patent Attorney Yasuo Itaya Figure 1 Figure 4 Figure a - Hibiki --- Kasumi Figure 5 Figure 6 Figure 8 Figure 8 9 Figure π1o (a) No. 103 (C) No. 11 (C)

Claims (1)

[Scope of Claims] 1. In an automatic transmission in which the fastening force of a friction element provided in the transmission mechanism can be controlled, a detection means for detecting the rotation speed of a transmission mechanism input shaft, and a detection means detected by the detection means. feedback control means for feedback controlling the fastening force of the friction element based on the change in the rotation speed;
Feedforward control means for controlling the engagement force of the friction elements according to predetermined characteristics set in advance, and feedback control means for controlling the engagement force of one of the friction elements at the time of speed change in which the engagement forces of a plurality of friction elements are controlled. 1. A shift control device for an automatic transmission, comprising control selection means for causing the control means to perform the control and for causing the feedforward control means to control the fastening force of the other friction element. 2. The speed change control device for an automatic transmission according to claim 1, further comprising a correction means for correcting the control value of the feedforward control means in accordance with a change in the rotational speed of the speed change mechanism input shaft.