JP2000120860A - Control device for automatic transmission - Google Patents

Abstract

PROBLEM TO BE SOLVED: To elongate a life of a frictional engagement element by reducing thermal stress applied to the frictional engagement element. SOLUTION: This type of control device for an automatic transmission has an integrated value varying means 91 which temporally varies the integrated value, a multitransmission sensing means 92 which senses multitransmission where shifting between a first and second shifting gear stages is repeated, and a multitransmission prohibition means 93 which prohibits multitransmission when the integrated value reaches a set value during the multitransmission. In such a case, it is possible to prevent repetition of engagement/disengagement of the same frictional engagement elements for a long time, since the multitransmission is prohibited when the integrated value reaches the set value. It is thus possible to reduce thermal stress applied to the frictional engagement element, and elongate a life thereof.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a control device for an automatic transmission.

[0002]

2. Description of the Related Art Conventionally, in an automatic transmission, rotation generated by an engine is transmitted to a transmission through a torque converter, and the transmission is shifted to drive wheels. . In the transmission,
A gear unit comprising a plurality of gear elements is provided. Vehicle traveling conditions such as vehicle speed and throttle opening are detected, and a predetermined gear position is selected based on the detected vehicle traveling conditions, and a predetermined frictional engagement such as a clutch or a brake is selected for each selected gear position. The elements are disengaged and a plurality of gears are achieved by selectively outputting the rotation of the gear elements.

[0003]

However, in the conventional automatic transmission, when a predetermined shift is performed, if the vehicle is traveling in a boundary region of the vehicle traveling condition, the selected gear varies. However, the shift is repeated, and a multiple shift is performed. For example, 3rd to 4th
If a 3-4 shift to 3rd gear is performed, 3rd to 3rd gear
The -4 shift and the 4-3 shift from the 4th gear to the 3rd gear are repeated, and a multiple shift like 3-4-3-4-.

[0004] When the multiple shifts are performed, the engagement and disengagement of the same frictional engagement element is repeated for a long time, so that the thermal load applied to the frictional engagement element increases and the life of the frictional engagement element is shortened. Become. The present invention solves the problems of the conventional automatic transmission, reduces the thermal load applied to the friction engagement element, and prolongs the life of the friction engagement element. The purpose is to provide.

[0005]

For this purpose, in the control device for an automatic transmission according to the present invention, an integrated value changing means for changing the integrated value with the passage of time, and a second gear from the first gear position. A multiplex shift detecting means for detecting a multiplex shift in which a shift to a shift speed and a shift from the second shift speed to the first shift speed are repeated; And a multiple shift prohibition means for prohibiting multiple shifts when the vehicle speed has reached.

The control device for an automatic transmission according to another aspect of the present invention further includes integrated value return means for returning the integrated value when multiple shifts are not being performed. In still another automatic transmission control device of the present invention, the speed at which the integrated value is changed is set higher than the speed at which the integrated value is restored. In still another automatic transmission control device according to the present invention, at least one of the change and the return of the integrated value is performed in accordance with the characteristics of the friction engagement element.

In another control device for an automatic transmission according to the present invention, when the multiple shift is prohibited, the multiple shift is performed in an upper one of the first and second shift stages. There is a shift control means to end.

[0008]

Embodiments of the present invention will be described below in detail with reference to the drawings. FIG. 1 is a block diagram of a control device for an automatic transmission according to an embodiment of the present invention. In the figure, reference numeral 91 denotes an integrated value changing means for changing the integrated value with the passage of time, and 92 denotes a shift from the first shift speed to the second shift speed and a shift from the second shift speed to the first shift speed. Multiple shift detecting means 93 for detecting a multiple shift in which the shift is repeated is a multiple shift prohibiting means for inhibiting the multiple shift when the integrated value reaches a set value while the multiple shift is being performed. .

FIG. 2 is a conceptual diagram of the automatic transmission according to the embodiment of the present invention, and FIG. 3 is a diagram showing an operation table of the automatic transmission according to the embodiment of the present invention. In the figure, reference numeral 11 denotes an automatic transmission, and 12 denotes a rotation in the direction of an arrow A generated by driving an engine (not shown).
3 is a torque converter for transmitting the torque to the motor.

The torque converter 12 includes a pump impeller 15 connected to an output shaft 14 from which engine rotation is output, a turbine runner 17 connected to an input shaft 16 for inputting rotation to a transmission 13, The stator 19 mounted on the one-way clutch 18 locks the output shaft 14 and the input shaft 1 when predetermined conditions are satisfied.
6 and a damper (not shown) and the like.

The transmission 13 includes a main transmission 23 and an auxiliary transmission 24, and includes a first clutch C1, a second clutch C2, a third clutch C3, a first brake B1, and a second brake B2 as friction engagement elements. , Third brake B3, fourth
It has a brake B4 and a fifth brake B5. The main transmission 23 includes a double pinion planetary gear unit 2.
5 and a simple planetary gear unit 26. The double pinion planetary gear unit 25 includes, as gear elements, a sun gear S1, a ring gear R1 disposed concentrically with the sun gear S1, pinions P1a and P1b meshed with the sun gear S1 and the ring gear R1; A carrier CR that rotatably supports the pinions P1a and P1b is provided. The simple planetary gear unit 26 includes a sun gear S2 and a sun gear S2 as gear elements.
2, a ring gear R2 concentrically disposed with the sun gear S2 and a pinion P meshed with the ring gear R2.
2, and the carrier CR that rotatably supports the pinion P2. The carrier CR is common to the double pinion planetary gear unit 25 and the simple planetary gear unit 26.

The sun gear S1 and the automatic transmission case 30 are connected via a first brake B1, and a second brake B2 and a first one-way clutch F1 are connected.
Are connected via. The first brake B1, the second brake B2, and the first one-way clutch F1 are arranged in parallel with each other. Further, the third ring gear R1 and the automatic transmission case 30 are arranged in parallel with each other.
It is connected via a brake B3 and a second one-way clutch F2. Then, the carrier CR and the counter drive gear 31 are connected.

On the other hand, the sun gear S2 and the input shaft 16 are connected via a second clutch C2, and the ring gear R2 and the input shaft 16 are connected via a first clutch C1. Further, the auxiliary transmission 24 includes a counter drive shaft 32 disposed in parallel with the input shaft 16.
And a front planetary gear unit 3 disposed on the front side on the counter drive shaft 32.
3, and a rear planetary gear unit 34 disposed on the rear side.

The front planetary gear unit 33
Is a sun gear S3, a ring gear R3 concentrically disposed with the sun gear S3, and a sun gear S3 as gear elements.
P3 engaged with the ring gear R3, and a carrier CR rotatably supporting the pinion P3.
3 is provided. On the other hand, the rear planetary gear unit 3
4 is a sun gear S4 as the gear element,
A ring gear R4 concentrically disposed with the sun gear S;
4 and a pinion P4 meshed with the ring gear R4,
And a carrier C for rotatably supporting the pinion P4.
R4 is provided.

The sun gears S3 and S4 are connected to each other via a connecting member 35, and the connecting member 35 and the carrier CR3 are connected via a third clutch C3 and a connecting member 36. And the automatic transmission case 30 are connected via the fourth brake B4. The ring gear R3 has a counter driven gear 38 formed on the outer periphery thereof, the counter driven gear 38 meshes with the counter drive gear 31 and the main transmission 23
Can be transmitted to the auxiliary transmission 24.

On the other hand, the carrier CR4 and the automatic transmission case 30 are connected via a fifth brake B5, and the ring gear R4 and the counter drive shaft 32 are connected. Then, the output gear 41 fixed to the counter drive shaft 32 meshes with the large ring gear 44 of the differential device 43. The differential device 43 includes left and right side gears 45 and 46, and a pinion 47 meshed with each of the side gears 45 and 46.
48, and distributes the rotation transmitted through the large ring gear 44 to transmit to the drive shafts 51 and 52.

Next, the operation of the automatic transmission 11 having the above configuration will be described. In FIG. 3, N is the neutral range, 1ST is the first speed in the forward range, 2ND is the second speed in the forward range, 3RD is the third speed in the forward range, 4TH is the fourth speed in the forward range, 5TH is the fifth speed in the forward range, and REV. Represents the reverse range. In addition, ○ indicates a state where the first clutch C1, the second clutch C2, the third clutch C3, the first brake B1, the second brake B2, the third brake B3, the fourth brake B4, and the fifth brake B5 are engaged. Shows the locked state of the first one-way clutch F1 and the second one-way clutch F2. Indicates a state in which the first brake B1 and the third brake B3 are engaged during engine braking.

At the first speed in the forward range, the first clutch C1 and the fifth brake B5 are engaged, and the second one-way clutch F2 is locked. In this state, when the rotation of the input shaft 16 (FIG. 2) is transmitted to the ring gear R2 via the first clutch C1, the ring gear R1 tries to rotate in the opposite direction, but the ring gear R1 is connected to the second one-way clutch F2. , The sun gear S1 is caused to idle in the reverse direction, and the carrier CR is rotated at a greatly reduced speed.

When the rotation of the carrier CR is transmitted to the counter driven gear 38 via the counter drive gear 31, and the ring gear R3 is rotated in the reverse direction,
Since the carrier CR4 is stopped by the fifth brake B5, the carrier CR3 is further decelerated and rotated in the opposite direction. Therefore, the first-speed rotation is transmitted through the output gear 41 to the differential device 43.
And is distributed by the differential device 43 and transmitted to the drive shafts 51 and 52.

In the second speed of the forward range, the first clutch C1, the second brake B2, and the fifth brake B5 are engaged, and the first one-way clutch F1 is locked. In this state, the rotation of the input shaft 16 is controlled by the first clutch C1.
Is transmitted to the ring gear R2 via the sun gear S2.
Tries to rotate in the reverse direction, but since the sun gear S1 is stopped by the second brake B2 and the first one-way clutch F1, the ring gear R2 is idled in the forward direction, and the carrier CR is decelerated and rotated. Let me do.

When the rotation of the carrier CR is transmitted to the counter driven gear 38 via the counter drive gear 31, and when the ring gear R3 is rotated in the reverse direction,
Since the carrier CR4 is stopped by the fifth brake B5, the carrier CR3 is rotated at a greatly reduced speed. Therefore, the second speed rotation is transmitted to the differential device 43 via the output gear 41,
It is distributed by the differential device 43 and transmitted to the drive shafts 51 and 52.

At the third speed in the forward range, the first clutch C1, the second brake B2, and the fourth brake B4 are engaged, and the first one-way clutch F1 is locked. In this state, the rotation of the input shaft 16 is controlled by the first clutch C1.
Is transmitted to the ring gear R2 via the sun gear S2.
Tries to rotate in the reverse direction, but because the sun gear S1 is stopped by the second brake B2 and the first one-way clutch F1, the ring gear R2 is idled in the forward direction and the carrier CR is decelerated and rotated. Let me do.

In the auxiliary transmission 24, the fourth gear B4 is engaged, so that the sun gear S
3. Since the rotation of the carrier CR is transmitted to the ring gear R3 via the counter drive gear 31 and the counter driven gear 38, the carrier CR3 and the ring gear R4 are accelerated and rotated. Therefore, the rotation of the third speed is transmitted to the differential device 43 via the output gear 41, distributed by the differential device 43, and the drive shafts 51, 52
Is transmitted to

At the fourth speed in the forward range, the first clutch C1, the third clutch C3, and the second brake B2 are engaged, and the first one-way clutch F1 is locked. In this state, the rotation of the input shaft 16 is controlled by the first clutch C1.
Is transmitted to the ring gear R2 via the sun gear S2.
Tries to rotate in the reverse direction, but since the sun gear S1 is stopped by the second brake B2 and the first one-way clutch F1, the ring gear R2 is idled in the forward direction and the carrier CR is decelerated. Rotated.

In the auxiliary transmission 24, the front planetary gear unit 33 and the rear planetary gear unit 34 are directly connected by the engagement of the third clutch C3.
Counter drive gear 31 and counter driven gear 3
8 and transmitted to the output gear 41 as it is. Therefore, the rotation at the fourth speed is transmitted to the differential device 43 via the output gear 41, distributed by the differential device 43, and transmitted to the drive shafts 51 and 52.

At the fifth speed in the forward range, the first clutch C1, the second clutch C2, the third clutch C3, and the second
The brake B2 is engaged. In this state, in the main transmission 23, the first clutch C1 and the second clutch C2
Is engaged, the double pinion planetary gear unit 25 and the simple planetary gear unit 26 are directly connected, so that the rotation of the input shaft 16 is
It is transmitted to the counter drive gear 31 as it is.

In the auxiliary transmission 24, the front planetary gear unit 33 and the rear planetary gear unit 34 are directly connected by the engagement of the third clutch C3.
The rotation transmitted to the counter driven gear 38 via 1 is transmitted to the output gear 41 as it is. Therefore,
The fifth speed rotation is transmitted to the differential device 43 via the output gear 41, and the differential device 43
And transmitted to the drive shafts 51 and 52.

The first clutch C1 and the second clutch C
2, the third clutch C3, the first brake B1, the second brake B2, the third brake B3, the fourth brake B4, and the fifth
All of the brakes B5 are hydraulic servos C-1, C-2, C-3, B-1, and B provided in a hydraulic circuit (not shown).
-2, B-3, B-4, and B-5 each have a predetermined hydraulic pressure,
That is, the gears are disengaged by supplying a shift pressure.

Next, the hydraulic circuit will be described. FIG. 4 is a diagram showing a main part of the hydraulic circuit according to the embodiment of the present invention. In the figure, 61 is a primary regulator valve for generating a predetermined line pressure P _L , 62 is a solenoid modulator valve for adjusting a line pressure P _L supplied through an oil passage (not shown) to generate a solenoid modulator pressure P _M. is there.

The solenoid modulator pressure P
_{When M} is supplied to the solenoid valve SLT via the oil passage L-1, an electric signal is sent from the CPU (not shown) to the solenoid Sa in the solenoid valve SLT,
The solenoid modulator pressure P _M is adjusted in accordance with the electric signal to generate a solenoid pressure P _SLT . The solenoid pressure P _SLT is supplied to a B4 control valve 63 as a first control valve via an oil passage L-2.

On the other hand, the solenoid modulator pressure P _M
Is supplied to the solenoid valve SLS via the oil passage L-3, the solenoid valve SLS causes
Electrical signal is sent to the solenoid Sb from U, the solenoid modulator pressure P _M in correspondence with the electrical signal pressurized is regulated solenoid pressure P _SLS is generated by. The solenoid pressure _PSLS is supplied to an apply pressure control valve 64 as a second control valve via an oil passage L-4.

Further, the line pressure P _L is the through the oil passage L-5 B4 control valve 63, the oil passage L-6
Is supplied to the apply pressure control valve 64 via the And the B4 control valve 63 is
The solenoid pressure P is applied to the control oil chamber 63a provided at one end.
_{When the SLT} is supplied, the spring 63 disposed at the other end is supplied.
The spool 63c is moved against the biasing force of b. As a result, the oil passage L-5 supplied via the line pressure P _L is pressure-adjusting, first apply pressure P1 is caused to occur, first
Is applied to the first shift valve 65 via an oil passage L-7. The first shift valve 65 is
The first apply pressure P1 is selectively supplied to a hydraulic servo B-4 serving as a first hydraulic servo via an oil passage L-9 by operating a shift solenoid valve (not shown) for shifting.

When the solenoid pressure P _SLS is supplied to the control oil chamber 64a provided at one end, the apply pressure control valve 64 resists the urging force of the spring 64b provided at the other end. To move the spool 64c. As a result, the oil passage L-6 supplied via the line pressure P _L is pressure-adjusting, second applied pressure P2 is caused to occur, apply pressure P2 of the second via an oil passage L-8 Second
Is supplied to the shift valve 66. The second shift valve 66 is switched by operating a shift solenoid valve (not shown) for shifting, and selectively switches the second apply pressure P2 via an oil passage L-10 as a second hydraulic servo. Supply to hydraulic servo C-3.

Next, the CPU will be described. FIG.
1 is a conceptual diagram of a control device for an automatic transmission according to an embodiment of the present invention. In the figure, 71 is a CPU, 72 is an engine speed sensor for detecting the engine speed, 73 is a throttle opening sensor for detecting the throttle opening, and 74 is an input shaft for detecting the speed of the input shaft 16 (FIG. 2). A rotation speed sensor, 75 is a vehicle speed sensor for detecting vehicle speed, 76 is an oil temperature sensor for detecting oil temperature, and SLT and SLS are solenoid valves.

When shifting, vehicle running conditions such as vehicle speed and throttle opening are detected.
1 selects a predetermined gear position based on the detected vehicle traveling condition and generates a gear shift output. The shift output is constituted by a solenoid signal for operating each solenoid valve for shifting. As a result, for example, apply pressures corresponding to the hydraulic servos C-3 (FIG. 4) and B-4 are respectively supplied, and the third clutch C3 and the fourth
The brake B4 is disengaged corresponding to the gear position.

When the vehicle is traveling in the boundary region of the vehicle traveling conditions when a predetermined shift is performed, the selected shift speed changes, and the shift is repeated, resulting in a multiple shift. . As a result, the engagement and disengagement of the same friction engagement element is repeated for a long time, so that a thermal load applied to the friction engagement element increases, and the life of the friction engagement element is shortened.

That is, in the third speed as the first gear, the hydraulic servo C-3 is released, and the hydraulic servo B-4 is released.
Is engaged, and at the fourth speed as the second shift speed, the hydraulic servo C-3 is engaged, and the hydraulic servo B
-4 is released. For example, when the 3-4 shift from the 3rd speed to the 4th speed is performed, the 3-4 shift from the 3rd speed to the 4th speed and the 4-3 shift from the 4th speed to the 3rd speed are repeated. Multiple shifts such as 3-4-3-4- are performed.

As a result, the engagement and disengagement of the third clutch C3 and the fourth brake B4 are repeated, so that the third clutch C3
Also, the thermal load applied to the fourth brake B4 increases, and the life of the third clutch C3 and the fourth brake B4 is shortened. Therefore, in the present embodiment, the time measurement by the timer is started with the start of the shift, and the multiple shift is prohibited with the passage of time. In addition,
The timer is provided for each of the friction engagement elements related to the shift that is assumed to be performed in multiple shifts.

Next, when the 3-4 shift is performed, 3-4
The multiple shift inhibition process for inhibiting the multiple shifts performed between the third speed and the fourth speed, such as -3--4-..., Ie, the 3-4-3 multiple shift and the 4-3-4 multiple shift, will be described. .
In this case, when performing the 3-4 shift, the third clutch C
3 is engaged, the timer belonging to the third clutch C3 measures the time, and as the time elapses, the integrated value T
m is changed, and the integrated value Tm serves as an index when the multiple shift is prohibited.

FIG. 6 is a time chart showing the operation of the multiple shift prohibition process according to the embodiment of the present invention. FIG. 7 is a first flowchart showing the operation of the multiple shift prohibition process according to the embodiment of the present invention. It is a 2nd flowchart which shows operation | movement of the multiple shift prohibition process in embodiment of this invention. In this case, when the 3-4 shift is started, the CPU
The integrated value changing means 91 (FIG. 1) in 71 (FIG. 5) starts timing of a timer (not shown) and decreases the integrated value Tm Tm = f _C31 (t). Here, as the integrated value Tm is reduced small with to the elapsed time t, set as a function f _C3 1 (t) _{is, f C3 1 (t) =} MAX (Tm0-t, 0) It is expressed by a value obtained by subtracting the time t from the initial value Tm0 and the maximum value of 0.

Subsequently, the target shift speed detecting means (not shown) in the CPU 71 determines that the target shift speed is the third speed (SH ^* =
3RD). If the target shift speed is not the third speed, the 3-4-3 multiplex shift is not started, so the shift control means (not shown) in the CPU 71 terminates the 3-4 shift and returns to the integrated value (not shown) in the CPU 71. The means starts again after finishing the time measurement of the timer, and increases the integrated value Tm Tm = f _C32 (t). In this case, the function f _C3 2 is set so that the integrated value Tm increases and returns as the time t elapses.
(T) is set as f _C32 (t) = MIN (Tma + t / A, T _MAX ), and the integrated value Tm obtained when the counting of the timer is terminated and the subtraction of the time t is stopped is set to the initial value Tma. , A value obtained by adding the value t / A to the initial value Tma, and a preset limit value T _MAX
It is represented by the minimum value of Therefore, the initial value Tma
Can reflect the time during which the previous multiple shift was continued. A is a coefficient set based on the material of the friction material used for the clutch plate and the clutch panel constituting the third clutch C3 (FIG. 2). As described above, the change and the return of the integrated value Tm are performed by the third clutch C3.
Therefore, the thermal load applied to the third clutch C3 can be reduced according to the characteristics of the third clutch C3.

By the way, when decreasing the integrated value Tm,
The integrated value Tm decreases by time t, and the slope of the integrated value Tm at this time is large, but when the integrated value Tm is increased, the integrated value Tm increases by the value t / A. The slope of Tm is small. That is, the speed at which the integrated value Tm is changed is set higher than the speed at which the integrated value Tm is restored. Therefore, since the integrated value Tm does not unnecessarily increase, the 3-4-3 multiplex shift can be reliably prohibited.

If the target shift speed is the third speed and the integrated value Tm is a set value, for example, 0 at that time, the shift control means ends the 3-4 shift and the integrated value The return means increases the initial value Tma. If the target shift speed is the third speed and the integrated value Tm is not 0 at that time, the shift control means performs multiple shifts until the integrated value Tm becomes 0, and The multiple shift and the 4-3-4 multiple shift are repeated.

For this purpose, the target shift speed detecting means detects the target shift speed, and when the target shift speed becomes the second speed (SH ^* = 2ND) after the start of the 3-4-3 multiplex shift,
The shift control means ends the 3-4-3 multiplex shift, and subsequently, the integrated value return means increases the initial value Tma. Next, the shift control means starts a 3-2 shift. Thereafter, the timer of the fourth brake B4 is started to count so that the multiple shifts are not performed in the 3-2 shift, and the integrated value changing means (not shown) belonging to the fourth brake B4 in the CPU 71 outputs the integrated value Tm. Tm = f _B4 1 (t) is reduced. Then, the shift control means ends the 3-2 shift.

When the target shift speed becomes the fourth speed (SH ^* = 4TH) after the start of the 3-4-3 multiplex shift, C
The multiple shift detecting means 92 in the PU 71 detects multiple shifts. If the integrated value Tm has not become 0 at that time, the shift control means starts the 4-3-4 multiple shift. In this way, the 3-4-3 multiple shift and 4-3
While the multiple shift is repeated, the integrated value Tm is 0.
Then, the multiple shift prohibition means 93 in the CPU 71 performs a multiple shift prohibition process to prohibit multiple shifts.

In this case, the control content of the multiple shift prohibition process differs depending on the target shift speed at the time when the integrated value Tm becomes 0. In other words, if the target gear is 3rd speed when the integrated value Tm becomes 0, the shift control means ends the 4-3-4 multiplex shift in the 4th speed state, and the integrated value return means The initial value Tma is increased. When the target gear is 4th speed when the integrated value Tm becomes 0, the shift control means temporarily stops the 4-3-4 multiplex shift in the 4th speed state. ) 4-3-4 Multiple shift is started, and thereafter, 4-3-4
When the multiple shift is completed, the integrated value returning means returns to the initial value T.
increase ma.

As described above, when the integrated value Tm becomes 0, multiple shifts are prohibited, so that the same engagement / disengagement of the friction engagement element is not repeated for a long time. Therefore, the thermal load applied to the friction engagement element can be reduced, and the life of the friction engagement element can be extended. Further, since the multiple shift is ended in the state of the upper shift stage, the speed range in which the vehicle can travel when the multiple shift is completed can be widened. Therefore, the traveling performance of the vehicle can be improved.

Next, the flowchart will be described. Step S13: The 3-4 shift is started. Step S2: The integrated value Tm is reduced by Tm = f _C3 1 (t). Step S3: It is determined whether or not the target gear is third speed. If the target gear is not the third speed, step S4
On the other hand, if the target gear is 3rd speed, the routine proceeds to step S6. Step S4: The 3-4 shift or the 4-3-4 multiplex shift ends. Step S5: Increase the integrated value Tm by Tm = f _C32 (t) and return. Step S6: It is determined whether or not the integrated value Tm is 0. When the integrated value Tm is not 0, the process proceeds to step S7, and when the integrated value Tm is 0, the process proceeds to step S4. Step S7: The 3-4-3 multiple shift is started. Step S8: It is determined whether or not the target gear is 4th speed. If the target gear is not the fourth speed, step S9
On the other hand, if the target shift speed is the fourth speed, the process proceeds to step S17. Step S9: It is determined whether or not the target shift speed is the second speed. If the target gear is not the second speed, step S1
0, if the target gear is the second speed, step S12
Proceed to. Step S10: Complete the 3-4-3 multiplex shift. Step S11: Increase the integrated value Tm by Tm = f _C32 (t) and return. Step S12: Complete the 3-4-3 multiple shift. Step S13: The integrated value Tm is increased by Tm = f _C32 (t). Step S14: Start the 3-2 shift. Step S15: The integrated value Tm is reduced by Tm = _fB41 (t). Step S16: The 3-2 shift is ended. Step S17: It is determined whether or not the integrated value Tm is 0. If the integrated value Tm is not 0, the process proceeds to step S18.
If the integrated value Tm is 0, the process proceeds to step S19. Step S18: The 4-3-4 multiplex shift is started, and the process returns to step S3. Step S19: The 4-3-4 multiple shift is started. Step S20: Complete the 4-3-4 multiplex shift. Step S21: Increase the integrated value Tm by Tm = f _C32 (t) and return.

Next, in the case where the 4-3 shift is performed, 4-3
Multiple shifting, such as -4--3-... Performed between the fourth speed and the third speed, that is, the multiple shifting prohibition process for inhibiting the 4-3-4 multiple shifting and the 3-4-3 multiple shifting will be described. .
Note that, in this case, the first gear is the fourth gear, and the second gear is the third gear. FIG. 9 is a third flowchart showing the operation of the multiple shift prohibition process according to the embodiment of the present invention;
FIG. 10 is a fourth flowchart showing the operation of the multiple shift prohibition process according to the embodiment of the present invention.

In this case, when the 4-3 shift is started, C
The integrated value changing means 91 (FIG. 1) in the PU 71 (FIG. 5)
Start timing of a timer (not shown) and reduce the integrated value Tm
Let it. Then, as the time t elapses, the integrated value T
function f so that m decreases _C31 (t) is f_C31 (t) = MAX (Tm0−t, 0)

Subsequently, the target gear position detecting means (not shown) in the CPU 71 determines that the target gear position is the fourth speed (SH ^* =
4TH), and if the target shift speed is not 4th speed, the target shift speed detecting means determines whether the target shift speed is 2nd speed (SH ^* = 2ND).
When the target shift speed is the second speed, the 4-3-4 multiplex shift is not started, so the shift control means (not shown) in the CPU 71 terminates the 4-3 shift and returns to the integrated value (not shown) in the CPU 71. The means starts again after finishing the time measurement of the timer, and increases the integrated value Tm Tm = f _C32 (t). Next, the shift control means starts a 3-2 shift. Then, the timer belonging to the fourth brake B4 starts counting and the fourth brake B in the CPU 71 so that the multiple shift is not performed in the 3-2 shift.
The integrated value changing means (not shown) belonging to No. ₄ reduces the integrated value Tm Tm = f _B41 (t). Then, the shift control means ends the 3-2 shift.

When the target speed is 3rd speed, 4
Since the -3-4 multiple shift is not started, the shift control means ends the 4-3 shift, and the integrated value return means restarts after terminating the timer, and the integrated value Tm Tm = f _C32. (T) is increased.

If the target shift speed is the fourth speed and the integrated value Tm is 0 at that time, the shift control means starts the 4-3-4 multiplex shift, and thereafter, the 4-3 multiplex shift is started. −
The four-speed multiplex is completed, and the integrated value return means sets the initial value Tm.
a (FIG. 6) is increased. When the target shift speed is the fourth speed, the multiple shift detecting means 92 in the CPU 71 detects multiple shifts. When the integrated value Tm is not 0 at that time, the multiple shift controlling means -3-4 Start multiple shifts.

In this manner, while the 4-3-4 multiple shift and the 3-4-3 multiple shift are repeated, the integrated value T
When m becomes 0, the multiple shift prohibition means 93 in the CPU 71 performs a multiple shift prohibition process to prohibit multiple shifts.
In this case, the control content of the multiple shift prohibition process differs depending on the target shift speed at the time when the integrated value Tm becomes 0. That is, if the target shift speed is the third speed when the integrated value Tm becomes 0, the shift control means sets
In order to end the 3-4 multiple shift in the fourth gear state,
The -3-4 multiplex shift is started, and thereafter, the 4-3-4 multiplex shift is ended, and the integrated value return means increases the initial value Tma. When the target gear is 4th when the integrated value Tm becomes 0, the shift control means ends the 4-3-4 multiplex shift, and the integrated value return means sets the initial value Tma. Increase.

As described above, when the integrated value Tm becomes 0, multiple shifts are prohibited, so that engagement and disengagement of the same friction engagement element is not repeated for a long time. Therefore, the thermal load applied to the friction engagement element can be reduced, and the life of the friction engagement element can be extended. Further, since the multiple shift is ended in the state of the upper shift stage, the speed range in which the vehicle can travel when the multiple shift is completed can be widened. Therefore, the traveling performance of the vehicle can be improved.

Next, the flowchart will be described. Step S31 Start the 4-3 shift. Step S32: The integrated value Tm is reduced by Tm = f _C11 (t). Step S33: It is determined whether or not the target gear is 4th speed. If the target gear is not the fourth speed, step S
If the target shift speed is the fourth speed, the process proceeds to step S4.
Proceed to 2. Step S34: It is determined whether or not the target shift speed is the second speed. If the target gear is not the second speed, step S
If it is determined in step S35 that the target gear is 2nd speed, step S3
Go to 7. Step S35: Complete the 4-3 shift or the 4-3-4 multiplex shift. Step S36: Increase the integrated value Tm by Tm = f _C32 (t) and return. Step S37: Complete the 4-3 shift or the 4-3-4 multiplex shift. Step S38: The integrated value Tm is increased by Tm = f _C32 (t). Step S39: Start the 3-2 shift. Step S40: The integrated value Tm is reduced by Tm = _fB41 (t). Step S41: Complete the 3-2 shift and return. Step S42: It is determined whether or not the integrated value Tm is 0. If the integrated value Tm is not 0, the process proceeds to step S43.
If the integrated value Tm is 0, the process proceeds to step S47. Step S43: Start the 4-3-4 multiplex shift. Step S44: It is determined whether or not the target gear is third speed. If the target gear is not 3rd speed, step S
If the target gear is 3rd speed, the process proceeds to step S4.
Go to 5. Step S45: It is determined whether or not the integrated value Tm is 0. If the integrated value Tm is not 0, the process proceeds to step S46.
If the integrated value Tm is 0, the process proceeds to step S35. Step S46: The 3-4-3 multiple shift is started, and the process returns to step S33. Step S47: The 4-3-4 multiplex shift is started. Step S48: Complete the 4-3-4 multiplex shift. Step S49: Increase the integrated value Tm by Tm = f _C32 (t) and return.

In this embodiment, the multiplex shift between the third gear as the first gear and the fourth gear as the second gear, and the fourth gear as the first gear and the second gear as the first gear. The multiplex shift between the third speed as the shift speed has been described, but the multiplex shift between the first speed as the first shift speed and the second speed as the second shift speed, the first shift speed Multiplex shift between the second speed as the first speed and the first speed as the second speed, the multiplex speed between the second speed as the first speed and the third speed as the second speed, the first speed A multiplex shift between a third speed as a shift speed and a second speed as a second shift speed, a multiplex shift between a fourth speed as a first shift speed and a fifth speed as a second shift speed, and The present invention can also be applied to a multiple shift between the fifth speed as the first shift speed and the fourth speed as the second shift speed.

The present invention is not limited to the above embodiment, but can be variously modified based on the spirit of the present invention, and they are not excluded from the scope of the present invention.

[0059]

As described above in detail, according to the present invention, in the control device for the automatic transmission, the integrated value changing means for changing the integrated value with the passage of time, and the first shift stage Shift detecting means for detecting a multiple shift in which a shift from a second shift to a second shift and a shift from the second shift to the first shift are repeated, and integrated during the multiple shift is performed. Means for inhibiting multiple shifts when the value reaches a set value.

In this case, when the integrated value reaches the set value while the multiple shifts are being performed, the multiple shifts are prohibited, so that the same engagement and disengagement of the friction engagement elements is not repeated for a long time. . Therefore, the thermal load applied to the friction engagement element can be reduced, and the life of the friction engagement element can be extended.

Another automatic transmission control device according to the present invention further includes integrated value return means for returning the integrated value when multiple shifts are not being performed. In this case, since the integrated value is restored, the time at which the previous multiple shift was continued can be reflected in the initial value of the integrated value at the time of the restoration. In still another automatic transmission control device of the present invention, the speed at which the integrated value is changed is set higher than the speed at which the integrated value is restored.

In this case, since the integrated value does not increase unnecessarily, multiple shifts can be reliably prohibited. In still another automatic transmission control device of the present invention,
At least one of the change and the return of the integrated value is performed in accordance with the characteristics of the friction engagement element. In this case, the thermal load applied to the friction engagement element can be reduced according to the characteristics of the friction engagement element.

According to still another automatic transmission control device of the present invention, when the multiple shift is prohibited, the multiple shift is performed in the state of the upper one of the first and second shift speeds. There is a shift control means to end. In this case, since the multiple shift is ended in the state of the upper shift stage, the speed range in which the vehicle can travel when the multiple shift is completed can be widened. Therefore,
The traveling performance of the vehicle can be improved.

[Brief description of the drawings]

FIG. 1 is a block diagram of a control device for an automatic transmission according to an embodiment of the present invention.

FIG. 2 is a conceptual diagram of an automatic transmission according to an embodiment of the present invention.

FIG. 3 is a diagram showing an operation table of the automatic transmission according to the embodiment of the present invention.

FIG. 4 is a diagram showing a main part of a hydraulic circuit according to the embodiment of the present invention.

FIG. 5 is a conceptual diagram of a control device of the automatic transmission according to the embodiment of the present invention.

FIG. 6 is a time chart illustrating an operation of a multiple shift prohibition process according to the embodiment of the present invention.

FIG. 7 is a first flowchart illustrating an operation of a multiple shift prohibition process according to the embodiment of the present invention.

FIG. 8 is a second flowchart showing the operation of the multiple shift prohibition process according to the embodiment of the present invention.

FIG. 9 is a third flowchart showing the operation of the multiple shift prohibition process according to the embodiment of the present invention.

FIG. 10 is a fourth flowchart showing the operation of the multiple shift prohibition process according to the embodiment of the present invention.

[Explanation of symbols]

 11 Automatic transmission 71 CPU 91 Integrated value changing means 92 Multiple shift detecting means 93 Multiple shift inhibiting means B1 to B5 First brake to fifth brake C1 to C3 First clutch to third clutch Tm Integrated value Tma Initial value

 ──────────────────────────────────────────────────続 き Continuing on the front page (72) Inventor Hiroshi Tsutsui 10 Takane, Fujii-machi, Anjo, Aichi Prefecture Inside Aisin AW Co., Ltd. (72) Inventor Seiwa Nomura 10 Takane, Fujii-machi, Anjo-shi, Aichi Aishi Inside AW Co., Ltd. (72) Inventor Masaaki Nishida 10th Takane, Fujii-cho, Anjo-city, Aichi Prefecture Inside Ain-Wash Co., Ltd. (72) Yoshihisa Yamamoto 10th Takane, Fujiicho, Anjo-city, Aichi Prefecture Aishi Inside AW Co., Ltd.

Claims (5)

[Claims] 1. An integrated value changing means for changing an integrated value over time, a shift from a first shift speed to a second shift speed, and a shift from a second shift speed to a first shift speed. Multiple shift detecting means for detecting multiple shifts in which shifting is repeated, and multiple shift inhibiting means for inhibiting multiple shifts when the integrated value reaches a set value while the multiple shift is being performed. A control device for an automatic transmission, characterized by: 2. The control device for an automatic transmission according to claim 1, further comprising integrated value return means for returning the integrated value when multiple shifts are not being performed. 3. The control device for an automatic transmission according to claim 2, wherein a speed at which the integrated value is changed is higher than a speed at which the integrated value is restored. 4. The control device for an automatic transmission according to claim 2, wherein at least one of the change and the return of the integrated value is performed in accordance with the characteristics of the friction engagement element. 5. The automatic transmission according to claim 1, further comprising shift control means for terminating the multiple shift in a state of an upper one of the first and second shift stages when the multiple shift is prohibited. Machine control device.