JP6443277B2 - Automatic transmission control device - Google Patents

Description

  The present invention relates to a technique for controlling an automatic transmission.

  In an automatic transmission mounted on a vehicle, when a range in the direction opposite to the traveling direction is selected by an erroneous shift operation while traveling at a predetermined vehicle speed or higher, inhibit control that does not engage the gear is performed. Yes. In this inhibit control, it is necessary to grasp the traveling direction of the vehicle. However, since the in-vehicle rotation sensor that is generally used cannot detect the rotation direction, the vehicle is moving forward or backward based on the information obtained from the rotation sensor. The direction of travel cannot be determined directly.

  In such a vehicle, as a technique for determining the traveling direction of the vehicle, the rotational speed of the input shaft of the automatic transmission matches the synchronous rotational speed obtained from the required range from the driver and the rotational speed of the output shaft of the automatic transmission. The engine as a power source is controlled so that the clutch is in a semi-engaged state in that state, and if the input shaft rotation speed does not change, it is determined that it matches the traveling direction of the vehicle. What is determined to be inconsistent with the direction of travel of (see Patent Document 1).

JP 2008-151300 A

  However, in the prior art, it is necessary to control the power source in order to control the input shaft rotation speed in cooperation with the control of the automatic transmission. For this reason, if the input shaft rotation speed cannot be controlled due to a failure of the control device of the power source, the input shaft rotation speed always changes when the clutch is in the half-engaged state. There has been a problem that it is not possible to realize forward / reverse determination for determining whether or not the traveling direction matches, and hence appropriate inhibit control.

  The present invention has been made in view of these problems, and an object of the present invention is to provide a technique for realizing forward / reverse determination by control in an automatic transmission without requiring a control instruction to a power source.

  The automatic transmission control device of the present invention is connected to a fluid transmission mechanism (31) for transmitting the output of an internal combustion engine of a vehicle, an input shaft (321) connected to the fluid transmission mechanism, and a drive shaft for driving wheels. The automatic transmission (3) provided with a transmission gear mechanism (32) for adjusting the gear ratio and engagement state with the output shaft (322) is controlled, and an input shaft rotational speed acquisition unit ( S130), output shaft rotation speed acquisition unit (S130), operation state acquisition unit (S110), half-engagement control unit (S140 to S160), and forward / reverse determination unit (S170 to S190, S184, S194, S186) , S196) and a required range forming unit (S230).

  The input shaft rotational speed acquisition unit (S130) acquires the input shaft rotational speed that is the rotational speed of the input shaft. The output shaft rotational speed acquisition unit (S130) acquires the output shaft rotational speed that is the rotational speed of the output shaft. The operation state acquisition unit (S110) acquires the operation state of the shift lever. When the change of the operation state is detected from the operation state acquired by the operation state acquisition unit, the half-engagement control unit (S140 to S160) associates with the requested range specified from the changed operation state. For each of the one or more gear ratios obtained, a synchronous rotational speed that is an input shaft rotational speed estimated from the gear ratio and the output shaft rotational speed is obtained, and at least one of the synchronous rotational speeds is greater than the input shaft rotational speed In this case, the transmission gear mechanism is controlled so that the engagement state of the transmission gear mechanism is a half-engagement state. The forward / reverse determination unit (S170 to S190, S184, S194, S186, S196) uses the rotation direction of the output shaft according to the required range as the required direction, and the rotation direction of the output shaft according to the traveling direction of the vehicle as the actual direction. If the change in the input shaft speed before and after the control by the half-engagement controller tends to increase, a match determination is made indicating that the requested direction matches the actual direction, and the change in the input shaft speed decreases. If it is a tendency, a non-coincidence determination indicating that the requested direction and the actual direction do not match is performed. The required range forming unit (S230) controls the transmission gear mechanism so that the required range is formed when the coincidence determination is made by the forward / reverse determination unit.

  According to such a configuration, when the gear ratio is selected so that the synchronous rotational speed exceeds the input shaft rotational speed and the transmission gear mechanism is controlled so as to be in the half-engaged state, the requested direction and the actual direction coincide with each other. Then, the input shaft rotational speed increases toward the synchronous rotational speed, and if the requested direction and the actual direction do not match, the input shaft rotational speed decreases toward the negative synchronous rotational speed. For this reason, it is possible to make a forward / reverse determination, which is a determination as to whether or not the rotation of the input shaft according to the traveling direction of the vehicle and the rotation of the input shaft according to the required range match from the tendency of the input shaft rotation speed It becomes. That is, the forward / reverse determination can be realized only by the control in the automatic transmission without requiring the control of the internal combustion engine as the power source.

  In addition, the code | symbol in the parenthesis described in the claim shows the correspondence with the specific means as described in embodiment mentioned later as one aspect, Comprising: The technical scope of this invention is limited is not.

It is a block diagram which shows the structure of the automatic transmission control apparatus and automatic transmission used as a control object. It is a flowchart of the advancing direction judgment process in 1st Embodiment. It is explanatory drawing which shows the relationship with the change of the solenoid instruction | indication value at the time of shift lever operation, the change of input shaft rotation speed, synchronous rotation speed, etc. It is explanatory drawing which shows the change of the input shaft rotational speed etc. when a request | requirement direction and a real direction correspond, and when it does not correspond. It is a flowchart of the advancing direction determination process in 2nd Embodiment. It is a flowchart of the advancing direction determination process in 3rd Embodiment. It is a flowchart of the advancing direction determination process in 4th Embodiment.

Embodiments to which the present invention is applied will be described below with reference to the drawings.
[1. First Embodiment]
[1.1. Constitution]
As shown in FIG. 1, the vehicle to which the automatic transmission control device 1 is applied includes an engine system 2, an automatic transmission 3, a required range detection device 4, an input shaft rotation speed detection device 5, and an output shaft rotation. A number detection device 6 and a braking device 7 are provided.

  The engine system 2 is a well-known system that controls the rotational driving force, that is, the torque of an internal combustion engine (engine) in accordance with an operation amount of an accelerator pedal (not shown), a coolant temperature, and the like. The engine system 2 supplies the automatic transmission controller 1 with an engine speed Ne corresponding to the internal combustion engine speed, which is the speed of the engine output shaft 21 that transmits the rotational driving force of the engine.

  The required range detection device 4 is a known device that detects the required range P corresponding to the position of the operated shift lever. The shift lever has a parking range, neutral range, reverse range, drive range and the like. Hereinafter, the reverse range and the drive range are collectively referred to as a travel range.

The automatic transmission 3 includes a torque converter 31 and a transmission gear mechanism 32 corresponding to a fluid transmission mechanism.
The torque converter 31 is a well-known one that transmits the torque of the engine output shaft 21 to the input shaft 321 of the transmission gear mechanism 32 via liquid.

  The transmission gear mechanism 32 includes a gear train having a plurality of gears called planetary gears for switching a transmission gear ratio between an input shaft 321 and an output shaft 322 connected to a drive shaft that drives a vehicle wheel, and each of the gear trains. It is a well-known one that includes a plurality of clutches and brakes connected to a gear, and a hydraulic circuit that controls the clutches and brakes, and switches gear ratios by engaging and releasing the clutches and brakes by the hydraulic circuit. The hydraulic pressure that controls the operation of the clutch and brake is controlled by a duty control valve provided in the hydraulic circuit. Specifically, in order to drive the duty control valve, the hydraulic pressure changes according to the duty ratio indicated in the solenoid instruction output from the automatic transmission control device 1, and the clutch and brake engagements are changed according to the hydraulic pressure. The combined state changes. In particular, the greater the duty ratio of the clutch, the greater the degree of engagement. The gear train includes at least a gear that realizes a gear ratio of 1 to 4 stages controlled by the drive range and a gear that realizes a gear ratio corresponding to the reverse range.

  The input shaft rotational speed detection device 5 detects an input shaft rotational speed Nt that is the rotational speed of the input shaft 321 of the transmission gear mechanism 32. The output shaft rotational speed detection device 6 detects the output shaft rotational speed No, which is the rotational speed of the output shaft 322 of the transmission gear mechanism 32. Both the input shaft rotation speed detection device 5 and the output shaft rotation speed detection device 6 are configured by known rotation sensors that detect only the rotation speed and cannot detect the rotation direction.

  The braking device 7 is a well-known device that is mounted on a vehicle and is controlled via a brake pedal, and is configured such that control is also executed by a brake instruction from the automatic transmission control device 1.

  The automatic transmission control device 1 is configured around a well-known microcomputer having a CPU 11 and a non-transition actual recording (hereinafter referred to as a memory) 12 such as a semiconductor memory such as a RAM, a ROM, and a flash memory. However, the number of microcomputers may be one or more. Various functions of the automatic transmission control device 1 are realized by the CPU 11 executing various processes based on programs stored in the memory 12. The various functions of the automatic transmission control device 1 are realized by software only as an example, and the whole or a part of the functions may be realized by hardware such as a logic circuit.

  The automatic transmission control device 1 performs automatic switching of the gear ratio based on the accelerator opening and the vehicle speed (that is, the output shaft speed No) after the required range formation control and the drive range are formed when the required range is switched. At least the drive range control to be performed is executed. Since drive range control is well known, description thereof is omitted here.

[1.2. Required range formation control]
The required range formation control executed by the CPU 11 will be described with reference to the flowchart of FIG. This process is repeatedly executed while an ignition switch (not shown) is turned on.

  When this process is started, the CPU 11 determines whether or not a shift operation to the travel range has been detected based on the signal from the request range detection device 4 in S110. The shift operation to the travel range refers to a shift operation from the parking range or neutral range to the reverse range or drive range, a shift operation from the parking range to the drive range, or a shift operation from the drive range to the reverse range. . If the shift operation to the travel range is not detected, this process is temporarily terminated. If a shift operation to the travel range is detected, the process proceeds to S120.

  In S120, a solenoid instruction for setting the transmission gear mechanism 32 to the neutral state is output for a predetermined time, that is, from time T0 to time T1 in FIG. Specifically, a duty signal for controlling the hydraulic valve is output so that the transmission gear mechanism 32 is designated. Hereinafter, the same applies when outputting a solenoid instruction. The fixed time is set to a length necessary for the input shaft rotation speed Nt to be sufficiently stable.

In subsequent S130, the input shaft speed Nt is obtained from the input shaft speed detector 5 and the output shaft speed No is obtained from the output shaft speed detector 6.
In subsequent S140, the determination impossible upper limit value Nv is calculated based on the input shaft rotational speed Nt, and the synchronous rotational speed Ns is calculated based on the output shaft rotational speed No. The determination impossible upper limit value Nv is a value obtained by adding a margin to the input shaft rotation speed Nt, as shown in FIG. This margin is set based on the measurement accuracy of the input shaft rotation speed detection device 5 and is set to about the upper limit value of the measurement error. In addition, the region where the rotational speed is 0 to Nv is also referred to as an undecidable region below. The synchronous rotational speed Ns is an estimated value of the input shaft rotational speed Nt obtained from the output shaft rotational speed No at that time when a certain gear stage is set by the transmission gear mechanism 32. For example, when the required range is the drive range, it corresponds to each of the 1st to 4th gear stages in which the drive range is used, and the gear ratio is multiplied by the output shaft rotational speed No. Ns is calculated.

  In the subsequent S150, it is determined whether or not there is a gear stage that satisfies Ns> Nv based on the undecidable upper limit value Nv calculated in the previous S140 and the synchronous rotation speed Ns. If there is a gear stage satisfying Ns> Nv, the process proceeds to S160. On the other hand, if there is no gear stage satisfying Ns> Nv, the process proceeds to S230, a solenoid instruction for continuously executing the required range is output, and this process is temporarily terminated. At this time, when the required range is the drive range, the gear stage is determined according to the accelerator opening and the vehicle speed (output shaft rotational speed No) at that time. When the required range is the reverse range, the gear stage is determined as one gear stage for each range set in advance.

  In S160, the lowest gear among the gears satisfying Ns> Nv is set as the selected gear, and the solenoid instruction for setting the clutch that forms the selected gear to the half-engaged state is given for a predetermined time shown in S120. At that time, that is, at time T1 in FIG.

  In subsequent S170, after waiting for the time required for the solenoid instruction in S160 to be reflected in the transmission gear mechanism 32, the input shaft rotational speed Nt is acquired from the input shaft rotational speed detection device 5, and the previous S130 is performed. An input shaft rotation speed change amount ΔNt that is a difference from the acquired value is calculated.

  In the subsequent S180, it is determined whether or not the input shaft rotational speed change amount ΔNt is positive, that is, whether or not the input shaft rotational speed Nt tends to increase. If the input shaft rotation speed Nt tends to increase, the requested direction that is the rotation direction of the output shaft 322 according to the requested range matches the actual direction that is the rotation direction of the output shaft 322 according to the traveling direction of the vehicle. The process proceeds to S230 and the formation of the required range is continued. On the other hand, if the input shaft rotational speed Nt does not tend to increase, the process proceeds to S190.

  In S190, it is determined whether or not the input shaft rotational speed change amount ΔNt is negative, that is, whether or not the input shaft rotational speed Nt tends to decrease. If the input shaft rotation speed Nt does not tend to decrease, it is determined that it is not possible to determine whether the requested direction matches the actual direction, and the process returns to S130. On the other hand, if the input shaft rotational speed Nt tends to decrease, it is determined that the requested direction does not match the actual direction, and the process proceeds to S200.

  In S <b> 200, the solenoid instruction for setting the clutch that forms the selected gear stage in S <b> 160 to the half-engaged state is released, and the brake instruction is output to the braking device 7. As a result, the vehicle speed, and hence the output shaft rotational speed No, tends to decrease.

  In subsequent S210, the output shaft rotational speed No is acquired, the synchronous rotational speed Ns of the selected gear stage is calculated from the output shaft rotational speed No, and it is determined whether Ns <Nv. That is, it is determined whether or not the output shaft rotational speed No, that is, the vehicle speed has decreased to such an extent that the synchronous rotational speed Ns becomes a value within the determination impossible region. If Ns <Nv is not satisfied, it is determined that the vehicle speed is not sufficiently lowered, and the process stands by by repeating the same step (S210). If Ns <Nv, it is determined that the vehicle speed has sufficiently decreased, and the process proceeds to S220.

In S220, the brake instruction performed in S200 is canceled, and the process proceeds to S230.
In S230, a solenoid instruction for forming the required range is output and the process is terminated.
In this embodiment, S110 is an operation state acquisition unit, S130 is an input shaft rotation speed acquisition unit and output shaft rotation speed acquisition unit, S140 to S160 are half-engagement control units, S170 to S190 are forward / reverse determination units, and S200. S220 corresponds to the control unit when there is a mismatch, and S230 corresponds to the required range forming unit.

[1.3. Operation]
When a shift operation to the travel range is detected by the shift operation, as shown before time T1 in FIG. 4, the transmission gear mechanism 32 is held in the neutral state, and the input shaft rotational speed Nt is made constant. In FIG. 4, the description of the time T0 shown in FIG. 3 is omitted, and the traveling range is the drive range. At this time, based on the non-determinable upper limit value Nv obtained from the input shaft rotational speed Nt and the synchronous rotational speed Ns obtained from the output shaft rotational speed No, the gear stage satisfying Ns> Nv is set as the selected gear stage.

  Thereafter, the clutch that forms the selected gear stage is brought into a semi-engaged state at time T1. Then, since Ns> Nt, if the requested direction of the output shaft 322 matches the actual direction, Nt increases toward Ns. On the other hand, if the requested direction of the output shaft 322 and the actual direction do not match, Nt decreases toward -Ns. Therefore, whether or not the requested direction matches the actual direction is determined based on whether the input shaft rotational speed change amount ΔNt before and after the clutch is half-engaged is positive (that is, increasing) or negative (that is, decreasing). That is, it is possible to carry out forward / backward determination.

  When the requested direction matches the actual direction, that is, when a coincidence determination is made, at time T2, as shown by the solid line in the figure, the clutch is changed from the half-engaged state to the fully-engaged state, Form the required range. The gear stage formed at this time depends on the accelerator opening and the output shaft rotational speed No (that is, the vehicle speed).

  If the requested direction does not match the actual direction, that is, if a mismatch determination is made, the clutch half-engaged state is once released at time T2 and a brake instruction is output, as shown by the one-dot chain line in the figure. To do. As a result, the input shaft rotational speed Nt increases toward the rotational speed before the clutch is brought into the half-engaged state. However, as the vehicle speed decreases due to braking, the output shaft rotational speed No also decreases, and the synchronous rotational speed Ns also decreases accordingly. Thereafter, as shown at time T3, when the vehicle speed decreases until the synchronous rotation speed Ns becomes a value equal to or lower than the undecidable upper limit value Nv, the brake instruction is canceled and the required range is formed.

  Note that when the clutch forming the selected gear stage is brought into the semi-engaged state at time T1, the duty ratio of the solenoid instruction is temporarily increased, and the degree of engagement is increased by hydraulic pressure. This is to improve the responsiveness of the transmission gear mechanism 32.

[1.4. effect]
As described above, the automatic transmission control device 1 performs the forward / reverse determination from the input shaft rotational speed change amount ΔNt when the clutch forming the selected gear stage is in the half-engaged state, and the selected gear is selected. The stage is set based on the comparison result between the input shaft rotational speed Nt and the synchronous rotational speed Ns obtained from the output shaft rotational speed No. Therefore, according to the automatic transmission control device 1, it is possible to carry out forward / reverse determination only by controlling the automatic transmission 3 alone without requesting the engine system 2 to perform engine control. As a result, even when the engine system 2 cannot be instructed to control due to a failure or a communication abnormality, the forward / reverse determination can be performed, and thus the inhibit control can be performed.

  Further, in the automatic transmission control device 1, when a mismatch determination is made in the forward / reverse determination, the required range is formed after the braking device 7 is operated to reduce the vehicle speed. For this reason, even when a mismatch determination is made, the required range can be formed without applying an excessive load to the transmission gear mechanism 32 or the like.

[2. Second Embodiment]
Since the basic configuration of the second embodiment is the same as that of the first embodiment, the description of the common configuration will be omitted, and the description will focus on the differences.

  In the first embodiment described above, the forward / reverse determination is performed regardless of the state of the engine system 2. In contrast, the second embodiment is different from the first embodiment in that the forward / reverse determination is performed in consideration of the state of the engine system 2.

[2.1. Required range formation control]
Next, the required range formation control executed by the CPU 11 of the automatic transmission control device 1 of the second embodiment instead of the required range formation control of the first embodiment shown in FIG. 2 will be described with reference to the flowchart of FIG. To do.

In the present embodiment, since only S152 is added between S150 and S160 in the flowchart shown in FIG. 2, this change will be mainly described.
As shown in FIG. 5, if the CPU 11 determines in S150 that there is a gear stage that satisfies Ns> Nv, the process proceeds to S152.

  In S152, the engine speed Ne is acquired from the engine system 2, and it is determined whether or not the engine is in an idle state. If the engine is not idle, the process returns to S130, and if the engine is idle, the process proceeds to S160.

In the present embodiment, S152 corresponds to a control permission unit.
[2.2. effect]
According to the second embodiment described in detail above, the following effects are obtained in addition to the effects of the first embodiment described above.

  That is, in this embodiment, since the forward / reverse determination is performed only when the engine is in an idle state, the input torque applied to the input shaft 321 of the transmission gear mechanism 32 is changed by operating the accelerator pedal or the like. In a state where the forward / reverse determination cannot be performed correctly, an incorrect result of forward / reverse determination is not provided, and the reliability of the forward / reverse determination result can be improved.

[3. Third Embodiment]
Since the basic configuration of the third embodiment is the same as that of the first embodiment, the description of the common configuration will be omitted, and the description will focus on the differences.

  In the first embodiment described above, the forward / reverse determination is performed only by the input shaft rotational speed change amount ΔNt. On the other hand, the third embodiment is different from the first embodiment in that the presence / absence of disturbance (change in input torque) is determined using the engine speed Ne, and the forward / reverse determination is performed when there is no disturbance. To do.

[3.1. Required range formation control]
Next, the required range formation control executed by the CPU 11 of the automatic transmission control device 1 of the third embodiment in place of the required range formation control of the first embodiment shown in FIG. 2 will be described using the flowchart of FIG. To do.

  In the present embodiment, S180 and S190 are merely replaced with S174, S184, and S194 in the flowchart shown in FIG.

As shown in FIG. 6, the CPU 11 executes S174 following S170.
In S174, the engine speed Ne is acquired from the engine system 2.
In subsequent S184, it is determined whether ΔNt> 0 and Nt> Ne. In other words, Nt≈Ne before the clutch is half-engaged, and not ΔNt> 0 as the engine speed Ne increases, but ΔNt> 0 as a result of the clutch being half-engaged. Is added to the judgment. If ΔNt> 0 and Nt> Ne, the process proceeds to S230 to form a required range. If ΔNt> 0 and Nt> Ne, the process proceeds to S194.

  In S194, it is determined whether ΔNt <0 and Nt <Ne. In other words, it is added to the determination that ΔNt <0 is not obtained as the engine speed Ne decreases, but ΔNt <0 as a result of the clutch being in the half-engaged state. If ΔNt <0 and Nt <Ne, the process proceeds to S200. If ΔNt <0 and Nt <Ne, the process returns to S130.

In the present embodiment, S174 corresponds to a rotational speed acquisition unit, and S170, S184, and S194 correspond to a forward / reverse determination unit.
[3.2. effect]
According to the third embodiment described in detail above, the following effects can be obtained in addition to the effects of the first embodiment described above.

  That is, in the present embodiment, the comparison of the engine speed Ne after the clutch is half-engaged and the input shaft speed Nt makes it possible to change the input torque applied to the input shaft 321 by comparing the change in the input shaft speed Nt. It is determined whether it is due to a change or due to the clutch being in a semi-engaged state. For this reason, when the input torque changes and the forward / reverse determination cannot be performed correctly, an erroneous determination result of forward / reverse travel is not provided, and the reliability of the forward / backward determination result can be improved. .

[4. Fourth Embodiment]
Since the basic configuration of the fourth embodiment is the same as that of the first embodiment, the description of the common configuration will be omitted, and the description will focus on the differences.

  In the first embodiment described above, the forward / reverse determination is performed only by the input shaft rotational speed change amount ΔNt. On the other hand, the fourth embodiment is different from the first embodiment in that the estimated value of the input shaft rotational speed change amount ΔNt is used to determine the presence or absence of a disturbance, and the forward / reverse determination is performed when there is no disturbance. Is different.

[4.1. Required range formation control]
Next, the required range formation control executed by the CPU 11 of the automatic transmission control device 1 of the fourth embodiment instead of the required range formation control of the first embodiment shown in FIG. 2 will be described with reference to the flowchart of FIG. To do.

  In the present embodiment, since only S166 is added between S160 and S170 and S180 and S190 are replaced with S186 and S196 in the flowchart shown in FIG. 2, this change will be mainly described. .

As shown in FIG. 7, the CPU 11 executes S166 following S160.
In S166, for the input shaft rotational speed change amount ΔNt, an estimated value ΔNc at the time of matching, which is an estimated value when the requested direction and the actual direction match, and an estimated value when the requested direction and the actual direction do not match. A non-matching estimated value ΔNn is calculated. Specifically, the engine speed Ne is acquired, and based on the engine torque information obtained from the engine speed Ne and the characteristics of the torque converter 31, the input torque applied to the input shaft 321 from the engine side (hereinafter referred to as engine-side input torque). And the input torque applied to the input shaft 321 from the output shaft 322 via the transmission gear mechanism 32 (hereinafter referred to as clutch-side input torque) based on the torque capacity of the clutch calculated from the contents of the solenoid instruction. To do. The coincidence estimated value ΔNc and the mismatch estimated value ΔNn are calculated from the engine side input torque, the clutch side input torque, and the inertia weight of the rotating body constituting the transmission gear mechanism 32.

  In subsequent S170, after waiting for the time required for the solenoid instruction in S160 to be reflected in the transmission gear mechanism 32, the input shaft rotational speed Nt is acquired from the input shaft rotational speed detection device 5, and the previous S130 is performed. An input shaft rotation speed change amount ΔNt that is a difference from the acquired value is calculated.

  In the subsequent S186, it is determined whether or not the actually measured value ΔNt of the input shaft rotational speed change amount is equal to or greater than the coincidence estimated value ΔNc (ΔNt ≧ ΔNc). If ΔNt ≧ ΔNc and it can be considered that they match, it is determined that the input shaft rotational speed Nt is not affected by the disturbance and that the requested direction and the actual direction match. Then, the process proceeds to S230 to form a required range. On the other hand, if ΔNt ≧ ΔNc, the process proceeds to S196.

  In S196, it is determined whether or not the actually measured value ΔNt of the input shaft rotational speed variation is equal to or less than the estimated value ΔNn (ΔNt ≦ ΔNn) at the time of mismatch. If ΔNt ≦ ΔNn and the two can be regarded as matching, it is determined that the input shaft rotational speed Nt is not affected by the disturbance, and the requested direction and the actual direction do not match. The process proceeds to S200. On the other hand, if ΔNt ≦ ΔNn is not satisfied, it is determined that the input shaft rotational speed Nt is affected by the disturbance, and the process returns to S130.

In this embodiment, S166 corresponds to a change amount estimation unit, and S170, S186, and S196 correspond to a forward / reverse determination unit.
[4.2. effect]
According to the fourth embodiment described in detail above, the following effects are obtained in addition to the effects of the first embodiment described above.

  In other words, in the present embodiment, the estimated value ΔNc and the estimated value ΔNn at the time of coincidence of the input shaft rotation speed variation are obtained and compared with the actual measurement value ΔNt, so that the input shaft rotation speed Nt, and thus the input shaft rotation speed variation, It is determined whether or not the actual measurement value ΔNt is affected by disturbance such as a change in input torque. For this reason, when the forward / reverse determination cannot be performed correctly due to the influence of disturbance, an incorrect determination result of forward / reverse travel is not provided, and the reliability of the forward / backward determination result can be improved. .

[5. Other Embodiments]
As mentioned above, although embodiment of this invention was described, this invention can take a various form, without being limited to the said embodiment.

  (1) The functions of one constituent element in the above embodiment may be distributed to a plurality of constituent elements, or the functions of a plurality of constituent elements may be integrated into one constituent element. Moreover, you may abbreviate | omit a part of structure of the said embodiment. Further, at least a part of the configuration of the above embodiment may be added to or replaced with the configuration of the other embodiment. In addition, all the aspects included in the technical idea specified only by the wording described in the claim are embodiment of this invention.

  (2) In addition to the above-described automatic transmission control device, a system including the automatic transmission control device as a component, a program for causing a computer to function as the automatic transmission control device, and a non-transitional reality in which the program is recorded It can also be realized in various forms such as a recording medium and a control method for an automatic transmission.

  DESCRIPTION OF SYMBOLS 1 ... Automatic transmission control apparatus, 2 ... Engine system, 3 ... Automatic transmission, 4 ... Request range detection apparatus, 5 ... Input shaft rotational speed detection apparatus, 6 ... Output shaft rotational speed detection apparatus, 7 ... Braking apparatus, 11 ... CPU, 12 ... memory, 21 ... engine output shaft, 31 ... torque converter, 32 ... transmission gear mechanism, 321 ... input shaft, 322 ... output shaft

Claims (6)

A fluid transmission mechanism (31) for transmitting an output of an internal combustion engine of a vehicle, and an input shaft (321) connected to the fluid transmission mechanism and an output shaft (322) connected to a drive shaft for driving wheels. In an automatic transmission control device (1) for controlling an automatic transmission (3) provided with a transmission gear mechanism (32) for adjusting a gear ratio and an engagement state,
An input shaft rotational speed acquisition unit (S130) that acquires an input shaft rotational speed that is the rotational speed of the input shaft;
An output shaft rotational speed acquisition unit (S130) that acquires an output shaft rotational speed that is the rotational speed of the output shaft;
An operation state acquisition unit (S110) for acquiring the operation state of the shift lever;
When a change in the operation state is detected from the operation state acquired by the operation state acquisition unit, one or more of the gear ratios associated with the required range specified from the operation state after the change is detected. For each, a synchronous rotational speed that is the input shaft rotational speed estimated from the gear ratio and the output shaft rotational speed is obtained, and when at least one of the synchronous rotational speeds is greater than the input shaft rotational speed, the transmission gear A semi-engagement control unit (S140 to S160) for controlling the transmission gear mechanism so that the engagement state in the mechanism becomes a semi-engagement state;
The rotational speed of the input shaft before and after control by the half-engagement control unit, where the rotational direction of the output shaft according to the required range is the required direction and the rotational direction of the output shaft according to the traveling direction of the vehicle is the actual direction If the change of the input shaft is in an increasing trend, a coincidence determination is made to indicate that the requested direction and the actual direction match, and if the change in the input shaft rotational speed is in a decreasing trend, the requested direction and the actual direction are A forward / reverse determination unit (S170 to S190, S184, S194, S186, S196) for determining a mismatch indicating that the
A requested range forming unit (S230) for controlling the transmission gear mechanism so that the requested range is formed when the forward / reverse determination unit determines a match;
An automatic transmission control device comprising: The automatic transmission control device according to claim 1,
An automatic transmission control device further comprising a control permission unit (S152) that permits control by the half-engagement control unit when the internal combustion engine is in an idle state. The automatic transmission control device according to claim 1,
A rotation speed acquisition unit (S174) that acquires the rotation speed of the internal combustion engine that is the rotation speed of the output shaft of the internal combustion engine;
The forward / reverse determination unit (S170, S184, S194) performs the coincidence determination when the change in the input shaft rotational speed is increasing and the input shaft rotational speed is greater than the internal combustion engine rotational speed. An automatic transmission control device that performs the discrepancy determination when the change in the input shaft rotational speed tends to decrease and the input shaft rotational speed is smaller than the internal combustion engine rotational speed. The automatic transmission control device according to claim 1,
The engine side input torque applied to the input shaft from the internal combustion engine is estimated according to the torque of the internal combustion engine and the characteristics of the fluid transmission mechanism, and the speed change applied from the transmission gear mechanism to the input shaft from the state of the transmission gear mechanism. A change amount estimating unit (S166) for estimating a machine-side input torque and obtaining a change amount of the input shaft rotational speed when the requested direction and the actual direction match or do not match;
The forward / reverse determination unit (S170, S186, S196) is an automatic transmission control device that determines a change in the input shaft rotation speed from a change amount obtained by the change amount estimation unit. The automatic transmission control device according to any one of claims 1 to 4,
The half-engagement control unit selects a gear ratio of the transmission gear mechanism in which the synchronous rotation speed is greater than the input shaft rotation speed, and the engagement state in the transmission gear mechanism is a half-engagement state. A control device for an automatic transmission for controlling the transmission gear mechanism . The automatic transmission control device according to any one of claims 1 to 5,
When the inconsistency determination is made by the forward / reverse determination unit, the required range is formed after the braking device of the vehicle is operated until the output shaft rotational speed is equal to or lower than a preset threshold value. An automatic transmission control device further comprising a control unit (S200 to S220) at the time of mismatch for operating the unit.

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