JP2003106440A - Variable speed control device for automatic transmission - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a variable speed control device for an automatic transmission capable of securing a favorable shift quality suppressing a shift shock, shortening a shift time, facilitating the variable speed controllability, and facilitating a hydraulic control in second shifting greatly affecting the shock in the double shift simultaneously shifting two engagement elements and two release elements. SOLUTION: When the double shift from a sixth speed gear to a third speed gear is determined and after the gear ratio of a fifth speed gear in the side adjacent to the gear ratio of the sixth speed gear is implemented by releasing a 2-6 brake 2-6/B and engaging a 3-5 reverse clutch 3-5R/C, the high clutch H/C is released and the low clutch LOW/C is engaged so that the shift from the fifth speed gear, which is set to an intermediate speed gear stage, to the third speed gear is attained.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a shift control device for an automatic transmission having a hydraulic circuit configuration provided with hydraulic control valves for individually controlling engagement pressures to a plurality of friction elements involved in shifting of the automatic transmission. Belongs to the technical field of.

[0002]

2. Description of the Related Art Conventionally, as a shift control device for an automatic transmission, for example, one disclosed in Japanese Patent Laid-Open No. 2000-240776 is known.

Second embodiment of this publication (FIGS. 8 to 13)
Includes three clutches C-1, C-2, C-3, two brakes B-1, B-2 and one one-way clutch F.
-1 is used to describe an automatic transmission that achieves a forward sixth speed.

[0004]

However, in the conventional shift control device for an automatic transmission, two fastening elements,
Double changeover (6-
3, 5-2) There is a gear shift. Of these, for 6-3 gear shift, if 6 → 4 → 3 gear shift is adopted, 6 → 5 → 4 → 3
Even when the shift is adopted, there are problems as described below.

First, regarding the 6-3 shift, when the 6 → 4 → 3 shift is adopted with the 4th speed as the intermediate stage, as shown in FIG. 14, the high clutch (C-2) at the 6th speed is used. Since the torque sharing ratio of the high clutch at the fourth speed, which is an intermediate stage, becomes smaller than the torque sharing ratio of, the high clutch does not slip automatically in the 4 → 3 shift, and the controllability of the high clutch is poor. Also, in the 6 → 4 shift, the gear ratio changes rapidly and the 4 →
Since the change of the gear ratio is suppressed within the narrow range of the 3rd gear shift, the controllability is difficult and the engine may run idle. Furthermore, FIG.
As shown in FIG. 6, the clutch share ratio of the high clutch on the disengagement side to the 3-5 reverse clutch (C-3) on the engagement side in the 6 → 4 gear shift (the second shift gear shift) having a large impact of the shock is small, and the hydraulic pressure Weak against variations. For example, if the oil pressure varies by -10%, the engine blows off at the end of the gear shift, and if the oil pressure varies by + 10%, the gear shift time becomes longer and the shift progresses halfway.

Next, regarding the 6-3 shift, the fifth speed and the fourth speed
When the 6 → 5 → 4 → 3 shift is adopted with the intermediate speed set as shown in FIG. 14, the shift time is long (3 → 5 → 4 → 3) as shown in FIG. 5 Since the reverse clutch is controlled, it is impossible to shorten the time any further.) In addition, the gear ratio stops at the middle stage.

The present invention has been made in view of the above problems, and an object thereof is to shorten the shift time at the time of double shift shifting in which two fastening elements and two releasing elements are simultaneously switched. As a result, the controllability of the gear shift is facilitated, and the hydraulic control in the second shift gear shift, which has a great impact on the shock, is facilitated. As a result, it is possible to secure a good gear shift quality in which the gear shift shock is suppressed. It is to provide a shift control device.

[0008]

In order to achieve the above object, the invention according to claim 1 achieves a plurality of forward gear stages by controlling engagement / release of a plurality of friction elements involved in gear shifting of an automatic transmission. In a shift control device for an automatic transmission provided with a shift control means, the forward gear is at least an Nth speed achieved by engaging at least a first friction element and a second friction element, and at least a first speed. Friction elements and second
Between the Nth speed stage and the Nth speed stage and the Nth speed stage achieved by engaging the third friction element and the fourth friction element with each other. Is at least 2
An intermediate stage of a number of stages or more, from the N-th speed stage to the N-α
Double change gear change determination means for determining a shift to a speed stage,
At the time of double shift change determination, by releasing at least the second friction element and engaging the fourth friction element, the gear ratio is passed through the gear ratio of the intermediate gear closer to the gear ratio of the Nth gear. And an interlaced shift control means for achieving a shift from the gear ratio of the intermediate stage to the N-αth stage by releasing at least the first friction element and engaging the third friction element without stopping the change of , Are provided.

In the invention according to claim 2, a simple planetary gear set having a first sun gear, a first carrier and a first ring gear, a second sun gear, a second carrier, a third sun gear, a third carrier and a third ring gear. A Ravigneaux type compound planetary gear set having: a member for fixing the first sun gear to a transmission case; an input member directly connected to the first ring gear; and the first carrier and the third sun gear. A first clutch that connects and disconnects to and from the first clutch, a second clutch that selectively connects and disconnects the first carrier and the second sun gear, and the third clutch.
A third clutch that selectively connects and disconnects the carrier and the input member, a first brake that selectively connects and disconnects the second carrier and the transmission case, and selectively disconnects the second sun gear and the transmission case. A second brake that is in contact with the third brake and an output member that is directly connected to the third ring gear are provided, and the fastening pressures to the first clutch, the second clutch, the third clutch, the first brake, and the second brake are individually controlled. By providing a hydraulic control valve and engaging the first clutch and the first brake, the first speed,
By engaging the first clutch and the second brake, the second speed, the first
By engaging the clutch and the second clutch, the third speed, engaging the first clutch and the third clutch, the fourth speed, engaging the second clutch and the third clutch, the fifth speed, engaging the third clutch and the second brake. In a shift control device for an automatic transmission provided with a shift control means for achieving a sixth forward gear, from the sixth speed achieved by engaging the third clutch and the second brake, the first clutch and the first clutch are achieved. By means of a double-shift gear shift determination means for determining the shift to the third speed achieved by engaging the two clutches, and by releasing the second brake and engaging the second clutch when determining the double-shift gear shift. , Through the gear ratio of the fifth speed, which is close to the gear ratio of the sixth speed, and then the third clutch is disengaged and the first clutch is engaged to achieve the shift from the fifth speed to the third speed. -5-3
And a shift control means.

According to a third aspect of the present invention, in the shift control device for an automatic transmission according to the second aspect, the 6-5-3 is used.
When the double shift change determination is made, the shift control means sets the sixth to fifth speeds as the first shift process and the fifth to third speeds as the second shift process Among the disengagement elements, the engagement capacity of the third clutch, which is disengaged after the end of the second shift process, is reduced in advance before the end of the first shift process to achieve the shift from the fifth speed to the third speed. It is characterized in that it is a means to do.

[0011]

In the invention according to claim 1, the N-th speed achieved by engaging at least the first friction element and the second friction element in the double-shift gear shift determination means. It is achieved by releasing at least the first friction element and the second friction element from the gear and engaging the third friction element and the fourth friction element, and at least 2 is provided between the Nth gear and the Nth gear. A shift to the N-αth gear having an intermediate gear higher than the gear is determined, and when this double-changing shift is determined,
In the interlaced shift control means, at least the second friction element is released and the fourth friction element is engaged so that the gear ratio of the intermediate gear closer to the gear ratio of the Nth gear is passed,
By shifting at least the first friction element and engaging the third friction element, a shift from the intermediate speed to the N-αth speed is achieved. Therefore, an interlaced shift by double shifting of three or more gears is achieved by two gear shifts, so that the number of gear shifts is reduced, the gear shift time can be shortened, and the gear shift control It also becomes easier. Further, the first changeover gear shift due to the narrow gear ratio width is wide, such as (Nth speed stage) → (intermediate stage closer to the gear ratio of the Nth speed stage) → (Nth-αth speed stage). Since the interlaced shift is performed by the second shift-changing shift depending on the gear ratio width, the hydraulic control at the second shift-changing shift that greatly affects the shock is facilitated, and as a result, good shift quality with suppressed shift shock can be secured. it can. That is, the first gear change gear shift according to a wide gear ratio range, such as (Nth speed stage) → (intermediate stage closer to the N-αth speed gear ratio) → (N-αth speed stage). , If the interlaced shift is performed by the second gear change gear shift with a narrow gear ratio width, the gear ratio width in the second gear shift gear shift that greatly affects the shock is narrowed, so the hydraulic pressure is smoothly controlled with this narrow gear ratio width. Is difficult.

According to a second aspect of the present invention, a gear train comprising a combination of a simple planetary gear set and a Ravigneaux type compound planetary gear set, a first clutch, a second clutch, a third clutch, a first brake and a second brake. A hydraulic control valve having five friction elements, an input member and an output member, for individually controlling engagement pressure to the five friction elements is provided, and the first speed is achieved by engaging the first clutch and the first brake. , The second clutch by engaging the first clutch and the second brake, the third speed by engaging the first clutch and the second clutch, the first clutch and the third
An automatic shift provided with a shift control means for achieving a forward speed of the fourth speed by engaging the clutch, the fifth speed by engaging the second clutch and the third clutch, and the sixth speed by engaging the third clutch and the second brake. In the double shift change determination means, the first clutch and the second clutch are selected from the sixth speed achieved by engaging the third clutch and the second brake.
When the shift to the third speed achieved by engaging the clutch is determined, the 6-5-3 shift control means
By releasing the second brake and engaging the second clutch,
After passing through the gear ratio of the 5th speed, which is close to the gear ratio of the 6th speed,
By releasing the third clutch and engaging the first clutch,
The shift from the fifth speed to the third speed is achieved. Therefore, the torque sharing ratio of the third clutch at the fifth speed, which is the intermediate stage, becomes larger than the torque sharing ratio of the third clutch at the sixth speed, and therefore, in the shift range from the fifth speed to the third speed, Third
When the clutch slips out and the shifting gear shift from the fifth speed to the third speed is performed, no special control for securing slip engagement is required, and good shift controllability can be obtained. Further, in the second gear change gear range that greatly affects the shock, the clutch share ratio of the third clutch, which is the disengagement element, and the first clutch, which is the engagement element, becomes large, so that the third clutch
Even if the hydraulic pressure of the clutch varies, the deterioration of the shift shock can be minimized.

In the invention according to claim 3, 6-5-
In the three-shift control means, the fifth of the two release elements is used.
The engagement capacity of the third clutch, which is released after the end of the second shifting process from the third speed to the third speed, is lowered in advance before the end of the first shifting process from the sixth speed to the fifth speed. The transition from the first changeover to the second changeover is smoothly achieved. That is, in the case where the first change gear shift from the sixth speed to the fifth speed and the second change gear change from the fifth speed to the third speed are independent shifts, the two change gear changes are involved. A two-stage shock occurs and the gear ratio stops at the intermediate stage, so that the jump shift time from the sixth speed to the third speed becomes long. On the other hand, since the engagement capacity of the third clutch is lowered in advance before the end of the first shifting process, the turbine rotation speed is increased, and the gear ratio change in the fifth speed range, which is the intermediate stage, is promoted. Is smoothed, and it is possible to prevent the occurrence of a two-step shock due to the two shifting gears at the time of the interlaced shift from the sixth speed to the third speed. The jump shift time from the third speed to the third speed can be further shortened.

[0014]

BEST MODE FOR CARRYING OUT THE INVENTION Hereinafter, an embodiment for realizing a shift control device for an automatic transmission according to the present invention will be described based on a first embodiment corresponding to claims 1 and 2.

(First Embodiment) First, the structure will be described. FIG. 1 is a skeleton diagram showing a gear train of an automatic transmission of 6 forward speeds and 1 reverse speed to which the speed change control device of the first embodiment is applied. This automatic transmission uses a combination of one simple planetary gear set G1 and one Ravigneaux compound planetary gear set G2 as a gear train. The simple planetary gear set G1 is configured to include a first sun gear S1, a first carrier C1, and a first ring gear R1. The Ravigneaux compound planetary gear set G2 includes a second sun gear S2, a second carrier C2, a third sun gear S3, and a third carrier C3.
And a third ring gear R3.

The input shaft IN to which the engine driving force is input after passing through the engine and the torque converter (not shown)
The (input member) is directly connected to the first ring gear R1 via the first member M1, and the third carrier C via the second member M2 and the high clutch H / C (third clutch).
It is connected to 3.

The first carrier C1 includes a third member M3.
And low clutch LOW / C (1st clutch) and 5th member M
Is connected to the third sun gear S3 via 5 and
3rd member M3 and 3-5 reverse clutch 3-5R / C (2nd
The second sun gear S2 via the clutch) and the sixth member M6.
Are linked to. And, the sixth member M6 is 2
It is fixed to the transmission case TC via the -6 brake 2-6 / B (second brake).

The first sun gear S1 has a fourth member M4.
It is fixed to the transmission case TC via the (member). The second carrier C2 is a low & reverse brake L & R / B (first brake) arranged in parallel with the seventh member M7.
It is fixed to the transmission case TC via the low one-way clutch LOW / OWC. The third ring gear R3 is
It is connected to the output gear OUT (output member) via the eighth member M8.

In the automatic transmission described above, automatic shift control of the sixth forward speed is performed at the D range position based on the operating point determined by the vehicle speed and the throttle opening and the shift schedule, and the select operation from the D range position to the R range position is performed. Thus, the shift control for the first reverse speed is performed. An operation table of each friction element in this shift control is shown in FIG. In addition, in FIG.
No mark indicates release, ○ mark indicates that it is fast but it works when the engine is braked, and ○ mark indicates that it hatches mechanically when the engine is driven.

First clutch (1ST) is low clutch LOW / C
And low & reverse brake L & R / B. In this case, the rotation reduced from the input shaft IN via the first planetary gear set G1 via the first member M1 is transmitted to the third sun gear S3 from the third member M3 via the low clutch LOW / C and the fifth member M5. The third ring gear R3 is decelerated and rotated while receiving the reaction force by the second carrier C2 fixed to the transmission case TC by the engagement of the low one-way clutch LOW / OWC, and the output gear OUT is output via the eighth member M8. From, the decelerated rotation according to the maximum reduction ratio is output. During engine braking, the low & reverse brake L & R / B receives the reaction force instead of the idling low one-way clutch LOW / OWC.

The second speed (2ND) is a low clutch LOW / C.
And 2-6 Brake 2-6 / B. In this case, the rotation reduced from the input shaft IN via the first planetary gear set G1 via the first member M1 is the third member M3.
From the low clutch LOW / C and the fifth member M5 to the third sun gear S3, and the second sun gear S fixed to the transmission case TC by engaging the 2-6 brake 2-6 / B.
The third ring gear R3 decelerates and rotates while receiving a reaction force by 2, and the decelerated rotation with a reduction ratio smaller than the first speed is output from the output gear OUT via the eighth member M8.

The third speed (3RD) is a low clutch LOW / C.
And 3-5 reverse clutch 3-5R / C. In this case, the rotation reduced from the input shaft IN via the first planetary gear set G1 via the first member M1 is transmitted to the third sun gear S3 from the third member M3 via the low clutch LOW / C and the fifth member M5. At the same time as being input, the third member M3 is input to the second sun gear S2 via the 3-5 reverse clutch 3-5R / C and the sixth member M6, and the Ravigneaux compound planetary gear set G2 is in the direct connection state. The third ring gear R3 rotates at the same rotation as the two sun gears S2, S3, and the second ring gear R3 rotates from the output gear OUT via the eighth member M8.
Decelerated rotation with a reduction ratio smaller than the speed is output.

The fourth speed (4TH) is a low clutch LOW / C.
And high clutch H / C. In this case, on the other hand, the rotation reduced from the input shaft IN via the simple planetary gear set G1 via the first member M1 is reduced by the third member M3 via the low clutch LOW / C and the fifth member M5. The same rotation as that of the input shaft IN is input to the third carrier C3 from the input shaft IN via the second member M2 and the high clutch H / C. 3 ring gear R3
Is rotated, and the output gear OUT outputs decelerated rotation slightly decelerated from the input rotation through the eighth member M8.

The fifth speed (5TH) is achieved by engaging the 3-5 reverse clutch 3-5R / C and the high clutch H / C. In this case, on the other hand, from the input shaft IN to the first member M1
The rotation reduced through the simple planetary gear set G1 via
Input from the third member M3 to the second sun gear S2 via the 3-5 reverse clutch 3-5R / C and the sixth member M6,
On the other hand, the same rotation as the input shaft IN is transmitted from the input shaft IN via the second member M2 and the high clutch H / C to the third carrier C.
The third ring gear R3 is rotated by being restrained by these two input rotations, and the output gear OUT outputs the rotation slightly increased from the input rotation via the eighth member M8.

The sixth speed (6TH) is a high clutch H / C.
And 2-6 Brake 2-6 / B. In this case, the same rotation as the input shaft IN is input only to the third carrier C3 from the input shaft IN via the second member M2 and the high clutch H / C, and the transmission is made by engaging the 2-6 brake 2-6 / B. The third ring gear R3 rotates at an increased speed while receiving a reaction force by the second sun gear S2 fixed to the case TC,
Through the eighth member M8, the output gear OUT outputs the rotation speed further increased than that in the fifth speed.

The reverse speed (REV) is achieved by engaging the 3-5 reverse clutch 3-5R / C and the low & reverse brake L & R / B. In this case, the rotation reduced from the input shaft IN via the simple planetary gear set G1 via the first member M1 is reduced by the third member M3 to the 3-5 reverse clutch 3-5R / C.
And the third ring gear R3 reversely while receiving a reaction force by the second carrier C2 that is input to the second sun gear S2 via the sixth member M6 and is fixed to the transmission case TC by the engagement of the low & reverse brake L & R / B. And the 8th member M
The decelerated reverse rotation is output from the output gear OUT via 8.

Next, the structure will be described with reference to FIG. 3 showing the hydraulic circuit and the electronic shift control system for achieving the above shift control. 1 is the engagement piston chamber of the low clutch LOW / C, and 2 is the high clutch H / C. Fastening piston chamber, 3 is a fastening piston chamber of 2-6 brake 2-6 / B, 4 is a fastening piston chamber of 3-5 reverse clutch 3-5R / C, 5 is a fastening piston chamber of low & reverse brake L & R / B. Is.

In FIG. 3, 6 is a first hydraulic control valve for controlling the engagement pressure to the low clutch LOW / C, and 7 is a high clutch.
The second hydraulic control valve that controls the engagement pressure to the H / C, 8 is 2-6
A third hydraulic control valve that controls the engagement pressure to the brake 2-6 / B,
9 is a third hydraulic control valve for controlling engagement pressure to the 3-5 reverse clutch 3-5R / C, and 10 is a low & reverse brake L & R /
It is a 5th hydraulic control valve which controls the engagement pressure to B.

The first hydraulic control valve 6 uses the pilot pressure as a source pressure to generate a shift control pressure by a solenoid force.
It is composed of a duty solenoid 6a and a first pressure regulating valve 6b that regulates the low clutch pressure by using the D range pressure as the source pressure and the shift control pressure and the feedback pressure as operation signal pressures. The first duty solenoid 6a sets the low clutch pressure to zero when the solenoid is OFF, and the solenoid O
At N, the low clutch pressure is increased as the ON duty ratio increases.

The second hydraulic control valve 7 is a second hydraulic control valve that produces a shift control pressure by solenoid force using the pilot pressure as a source pressure.
It is composed of a duty solenoid 7a and a second pressure regulating valve 7b which regulates the high clutch pressure by using the D range pressure as the source pressure and the shift control pressure and the feedback pressure as operation signal pressures. The second duty solenoid 7a sets the high clutch pressure to zero when the solenoid is ON (100% ON duty ratio), increases the high clutch pressure as the ON duty ratio decreases, and maximizes the high clutch pressure when the solenoid is OFF. And

The third hydraulic pressure control valve 8 is a third hydraulic pressure control valve 8 which uses a pilot pressure as a source pressure to generate a shift control pressure by a solenoid force.
The duty solenoid 8a and the D range pressure as the source pressure and the shift control pressure and the feedback pressure as the operation signal pressure 2-6
It is composed of a third pressure regulating valve 8b for regulating the brake pressure. The third duty solenoid 8a sets the 2-6 brake pressure to zero when the solenoid is OFF, and increases the 2-6 brake pressure as the ON duty ratio increases when the solenoid is ON.

The fourth hydraulic control valve 9 uses the pilot pressure as a source pressure to generate a shift control pressure by a solenoid force.
The duty solenoid 9a and the fourth pressure regulating valve 9 which regulates the 3-5 reverse clutch pressure by using the line pressure as the original pressure, the shift control pressure, the R range pressure and the feedback pressure as the operation signal pressures.
b. The fourth duty solenoid 9a sets the 3-5 reverse clutch pressure to zero when the solenoid is ON (100% ON duty ratio), increases the 3-5 reverse clutch pressure as the ON duty ratio decreases, and increases the 3-5 reverse clutch pressure when the solenoid is OFF. 3-5 Set the reverse clutch pressure to the maximum pressure.

The fifth hydraulic control valve 10 includes a fifth duty solenoid 10a for generating a shift control pressure by a solenoid force using a pilot pressure as a source pressure, and a D range pressure or R.
It is composed of a fifth pressure regulating valve 10b which regulates the low & reverse brake pressure with the range pressure as the source pressure and the shift control pressure and the feedback pressure as the operation signal pressures. The fifth duty solenoid 10a sets the low & reverse brake pressure to zero when the solenoid is OFF, and increases the low & reverse brake pressure as the ON duty ratio increases when the solenoid is ON.

In FIG. 3, 11 is a first pressure switch (hydraulic pressure detecting means), 12 is a second pressure switch (hydraulic pressure detecting means), 13 is a third pressure switch (hydraulic pressure detecting means), 1
4 is a fourth pressure switch (hydraulic pressure detection means), 15 is a fifth pressure switch (hydraulic pressure detection means), 16 is a manual valve, 17 is a pilot valve, 19 is a line pressure oil passage, 20 is a pilot pressure oil passage, and 21 is D range pressure oil passage, 22 R range pressure oil passage, 23 D & R range pressure oil passage, 24 low clutch pressure oil passage, 25 high clutch pressure oil passage, 26 is 2-
6 is a brake pressure oil passage, 27 is a 3-5 reverse clutch pressure oil passage, and 28 is a low & reverse brake pressure oil passage. That is, the low clutch pressure oil passage 24, the high clutch pressure oil passage 25, the 2-6 brake pressure oil passage 26, the 3-5 reverse clutch pressure oil passage 27, and the low & reverse brake pressure oil passage 28, respectively. The oil passages are provided with first to fifth pressure switches 11 to 15 for detecting the presence or absence of the fastening pressure by a switch signal (ON with the fastening pressure and OFF without the fastening pressure).

In FIG. 3, reference numeral 40 is an A / T control unit (shift control means), and 50 is a shift lever. The shift lever 50 locks the transmission output shaft when the vehicle is stopped, the R range that achieves the reverse speed, and does not output the input torque from the engine, so that the shift lever 50 can move in the forward direction and the reverse direction. It has the N range for achieving the neutral state, the D range for achieving each forward speed, and the engine braking range for controlling to engage the low & reverse brake L & R / B at the first speed. The shift lever 50 is connected to the manual valve 16, and the driver operates the shift lever 50 to switch the position of the manual valve 16 and achieve a desired gear shift state.

Reference numeral 41 is a vehicle speed sensor (transmission output shaft rotation sensor), 42 is a throttle sensor for detecting a throttle opening, 43 is an engine rotation sensor for detecting an engine speed, and 44 is a turbine rotation sensor for detecting a turbine speed. (Transmission input shaft rotation sensor), 45 is shift lever 5
An inhibitor switch for detecting the range position of 0 and an oil temperature sensor 46 for detecting the oil temperature in the transmission form an electronic speed change control system. Then, in the A / T control unit 40, each pressure switch 11,
The switch signals from 12, 13, 14, and 15 and the signals from the sensors and switches 41, 42, 43, 44, 45, and 46 are input, and these input information and preset shift control rules and fail-safe are input. The first duty solenoid 6a, the second duty solenoid 7a, and the third duty solenoid 8 are subjected to arithmetic processing based on a control law or the like.
The solenoid drive signal according to the calculation processing result is output to a, the fourth duty solenoid 9a, and the fifth duty solenoid 10a.

Next, the operation will be described.

[Hydraulic pressure control process on the first release side] FIG.
2-6 Brake 2 which is the first release side in the 6-3 depression downshift executed by the T control unit 40
Each step will be described below with a flowchart showing the flow of the hydraulic control process of 6 / B.

In step S1, it is judged whether or not it is a double-changing gear shift (double-changing shift judgment means). NO
In the case of, the process proceeds to step S2, and the changeover shift control by one engagement element and one release element is executed, and YES
In the case of, the flow proceeds to step S3 and thereafter.

In the next step S3, as shown by the first release side dotted line characteristic in FIG. 8, the SA_PR1 is rapidly released.

In the next step S4, SA_PR1 to SA_RR1
It takes time tRR1 to lower the hydraulic pressure, and then to SA_PR2. Here, SA_PR1 is a value that is predetermined according to the input torque, and is specifically a value that can reliably hold the capacity (capacity + α). Also SA
_RR1 and tRR1 are values that are predetermined according to the input torque, and are set to larger values as the input torque increases.

In the next step S5, it is judged whether or not the hydraulic pressure has decreased to SA_PR2, and the processing for decreasing the hydraulic pressure in step S4 is repeated until the hydraulic pressure has decreased to SA_PR2.
When the hydraulic pressure drops to R2, the process proceeds to step S6.

In step S6, has the actual gear ratio GR reached the first set gear ratio GR1 (set to a value higher than the sixth speed gear ratio by a predetermined value in consideration of hydraulic response and gear ratio detection accuracy)? If GR <GR1, step S
7, the hydraulic pressure is kept constant, and when GR ≧ GR1 is reached, the process proceeds to step S8. The actual gear ratio GR is always calculated during the hydraulic control process by the transmission output shaft rotation signal from the vehicle speed sensor 41 and the transmission input shaft rotation signal from the turbine rotation sensor 44.

In step S8, the actual gear ratio GR is set for each input torque between the first set gear ratio GR1 and the second set gear ratio GR2 (the intermediate gear ratio between the sixth speed gear ratio and the fifth speed gear ratio). From the set SA_PRc, with the gradient set for each input torque
The hydraulic pressure value increased to SA_PRd is compared with the hydraulic pressure reduced from SA_PR2 to SA_PRc or less at the gradient set for each input torque, and the high hydraulic pressure is selected to control the hydraulic pressure.

In step S9, it is determined whether the actual gear ratio GR has reached the second set gear ratio GR2, and the process of step S8 is repeated until the second set gear ratio GR2 is reached. When it reaches GR2, it proceeds to step S10.

In step S10, the second set gear ratio GR2
Is reached, the hydraulic pressure is increased with a gradient determined for each input torque.

Then, in step S11, it is determined whether or not the hydraulic pressure has risen to SA_PRe. When the hydraulic pressure reaches SA_Pre, the process proceeds to step S12 and the hydraulic pressure is held.

In step S13, the actual gear ratio GR is set to a third set gear ratio GR3 (set to a value lower than the fifth gear ratio by a predetermined value in consideration of hydraulic pressure response, gear ratio detection accuracy, etc.). 3rd set gear ratio GR
The hydraulic pressure is maintained until it reaches 3, and when it reaches the third set gear ratio GR3, the routine proceeds to step S14.

In step S14, the hydraulic pressure is reduced by the time TA8 until SA_RR4. Here, SA_RR4 is a value preset for each input torque, and TA8 is a constant value.

In the next step S15, the hydraulic pressure is completely released.

Incidentally, in steps S3 to S15,
It corresponds to the first friction element pressure control means. In addition, this flowchart shows
It can also be used as a hydraulic control process for the 3-5 reverse clutch 3-5R / C on the first disengagement side.

[Hydraulic pressure control process on the first engagement side] FIG.
Each step will be described below with a flowchart showing a flow of hydraulic control processing of the 3-5 reverse clutch 3-5R / C which is the first engagement side in the 6-3 step-down downshift executed by the T control unit 40. .

In step S21, it is determined whether or not it is a double-change gear shift (double-change gear shift determination means). N
In the case of O, the process proceeds to step S22, and the change gear shift control is executed by one engagement element and one release element, and Y
In the case of ES, the flow proceeds to step S23 and thereafter.

In the next step S23, the hydraulic pressure is raised to PA1 as the initial pressure, as shown by the first engagement side dotted line characteristic in FIG. 8, and in the next step S24, the hydraulic pressure is raised at the gradient of RA1 and then in the next step S25. The actual gear ratio is 3rd
If the set gear ratio GR3 has not been reached, step S2
6, the hydraulic pressure is increased while maintaining the gradient as shown by the first engagement side dotted line characteristic in FIG. 8.

If it is determined in step S25 that the actual gear ratio has reached the third set gear ratio GR3, the process proceeds to step S27, in which TA8 up to SA_RA5 as shown by the first engagement side dotted line characteristic in FIG. The hydraulic pressure is raised in the time of, and the hydraulic pressure is raised to the maximum pressure in the time of T9 in the next step S28.

Incidentally, steps S23 to S28
Corresponds to the third frictional element pressure control means. This flowchart can also be used as a hydraulic control process for the low clutch LOW / C (third friction element) that is the first engagement side in the 5-2 depression downshift.

[Hydraulic pressure control process on the second release side] FIG.
The high clutch H / which is the second release side in the 6-3 step-down downshift executed by the T control unit 40
Each step will be described below with a flowchart showing the flow of the hydraulic control process of C.

In step S31, it is determined whether or not it is a double-change gear shift (double-change gear shift determination means). N
In the case of O, the process proceeds to step S32, the change gear shift control is executed by one engagement element and one release element, and Y
In the case of ES, the flow proceeds to step S33 and thereafter.

In the next step S33, as shown by the second solid line on the releasing side in FIG. 8, the release is suddenly performed up to SB_PR1.

At the next step S34, SB_PR1 to SB_R
It takes time tRR1 until R1 and the hydraulic pressure is lowered, and SB_PR2
Hydraulic pressure is reduced to. Here, SB_PR1 is a value predetermined according to the input torque. Also, SB_RR1,
tRR1 is a value that is predetermined according to the input torque, and is set to a larger value as the input torque increases.

In the next step S35, it is judged whether or not the hydraulic pressure has decreased to SB_PR2, and the processing of decreasing the hydraulic pressure in step S34 is repeated until the hydraulic pressure has decreased to SB_PR2.
When the hydraulic pressure drops to SB_PR2, the process proceeds to step S36. It should be noted that this SB_PR2 is set to a hydraulic pressure that causes a slipping state when the fifth gear ratio is reached.

In step S36, it is determined whether the actual gear ratio GR has reached the third set gear ratio GR3, and GR <GR3
In the case of, the process proceeds to step S37, the hydraulic pressure is kept constant, and when GR ≧ GR3 is reached, the process proceeds to step S38.

In step S38, the actual gear ratio GR is set for each input torque between the third set gear ratio GR3 and the fourth set gear ratio GR4 (the intermediate gear ratio between the fifth speed gear ratio and the third speed gear ratio). The hydraulic pressure value increased from SB_PRc to SB_PRd with the gradient set for each input torque and the hydraulic pressure reduced from SB_PR2 to SA_PRc or less with the gradient set for each input torque are compared, and the higher hydraulic pressure is selected. Hydraulic pressure is controlled.

In step S39, it is determined whether the actual gear ratio GR has reached the fourth set gear ratio GR4, and the process of step S38 is repeated until the actual gear ratio GR reaches the fourth set gear ratio GR4. When reaching GR4, step S4
Go to 0.

In step S40, the fourth set gear ratio GR4
Is reached, the hydraulic pressure is increased with a gradient determined for each input torque.

Then, in step S41, it is determined whether the hydraulic pressure has risen to SB_PRe. When the hydraulic pressure reaches SB_Pre, the process proceeds to step S42 and the hydraulic pressure is held.

In step S43, it is determined whether the actual gear ratio GR has reached the fifth set gear ratio GR5 (set to a value lower than the third gear ratio by a predetermined value in consideration of hydraulic response and gear ratio detection accuracy). It is determined that the hydraulic pressure is maintained until the fifth set gear ratio GR5 is reached, and when the fifth set gear ratio GR5 is reached, the process proceeds to step S44.

In step S44, the hydraulic pressure is lowered to SB_RR4, taking TB8 time. Here, SB_RR4 is a value preset for each input torque, and TB8 is a constant value.

In the next step S45, the hydraulic pressure is completely released.

Incidentally, steps S33 to S45
Corresponds to the second frictional element pressure control means. This flowchart can also be used as a hydraulic control process of the high clutch H / C (second friction element) that is the second disengagement side in the 5-2 down depression.

[Hydraulic pressure control process on the second engagement side] FIG.
The low clutch LOW / which is the second engagement side in the 6-3 step-down downshift executed by the T control unit 40.
Each step will be described below with a flowchart showing the flow of the hydraulic control process of C.

In step S51, it is determined whether or not it is a double-change gear shift (double-change gear shift determination means). N
In the case of O, the process proceeds to step S52, and the shift change control is performed by one engagement element and one release element, and Y
In the case of ES, the flow proceeds to step S53 and the subsequent steps.

In the next step S53, the hydraulic pressure is increased to PA1 as the initial pressure as shown by the second solid line on the engagement side in FIG. 8, and in the next step S54, the hydraulic pressure is increased with a gentle gradient of RA2, If the actual gear ratio has not reached the fifth set gear ratio GR5 (third gear ratio) according to the determination in step S55, the process proceeds to step S56, and as shown by the second solid line on the second engagement side in FIG. The hydraulic pressure can be raised while holding.

When it is determined in step S55 that the actual gear ratio has reached the fifth set gear ratio GR5, the process proceeds to step S57, and as shown in the second engagement side solid line characteristic of FIG. 8, TA8 up to SB_RA5. The hydraulic pressure is raised in the time of, and the hydraulic pressure is raised to the maximum pressure in the time of T9 in the next step S58.

In this flowchart, the 2-6 brake which is the second engagement side in the 5-2 step-down shift is used.
It can also be used as a hydraulic control process of 2-6 / B.

[Concept of double gear change] The concept of the gear ratio in the double gear change according to the present invention is as shown in FIG. 9, when the gear ratio of the sixth speed is passed to the gear ratio of the fifth speed. Third
The point is to aim for a smooth change of the gear ratio so that the shift does not stop at the fifth speed when shifting to the high gear ratio. To this end, the capacity of the high clutch H / C is reduced in advance before the end of the first switching process.

As shown in FIG. 9, the concept of the hydraulic pressure in the double shift according to the present invention is, in a word, in the region from the first shift process to the end of the shift at the latest, by the high clutch capacity control. The point is to control the ratio change and shock.

In the first gear change process, a gear ratio change from the gear ratio corresponding to the sixth speed to the gear ratio corresponding to the fifth speed, which is the intermediate stage, is performed quickly in a neutral state in a short time. In addition, the change in gear ratio is shortened by not stopping the change of gear ratio at the gear ratio corresponding to the intermediate stage. In the second shifting process from the fifth speed to the third speed, the change of the gear ratio is changed. This is to ensure the shifting quality by smoothing and suppressing shocks.

In order to achieve the concept of the gear ratio and the hydraulic pressure in the double shift, for example, in the case of 6-3 depression downshift, 2-6 brake 2-6 / which is the first release element
B and first engagement element 3-5 reverse clutch 3-5R / C
The hydraulic pressures of the high clutch H / C which is the first disengagement element and the low clutch LOW / C which is the second engagement element are controlled as described below.

The hydraulic pressure of the 2-6 brake 2-6 / B is as shown in FIG.
Although the control is performed according to the flowchart shown in FIG. 9, as shown by the solid line characteristics in FIG. 9, the key point is to start the inertia phase in the first switching process early by the rapid release.

The hydraulic pressure of the 3-5 reverse clutch 3-5R / C is controlled according to the flow chart shown in FIG.
As shown by the dividing line characteristics in FIG. 9, the points are to increase the hydraulic pressure diagonally after the piston stroke to accelerate the inertia phase in the first gear change process, and to quickly engage it when the fifth gear ratio is reached. Become.

The hydraulic pressure of the high clutch H / C is controlled according to the flow chart shown in FIG. 6. However, as shown by the alternate long and short dash line characteristic in FIG. 9, in the first shifting process, the 3-5 reverse clutch 3-5R is used. At the time of / C engagement, the capacity is reduced in advance so as not to push up to the fifth speed torque at the fifth gear ratio, and the capacity is increased in the inertia phase progress region of the second switching process to eliminate the pulling of the inertia phase. When,
In the end region of the second gear change process, when the low clutch LOW / C is engaged, the capacity is increased so that the output shaft torque does not become the output shaft torque equivalent to the third speed in a step response, and the third speed gear ratio is set. The point is to suppress the torque increase up to the output shaft torque corresponding to the third speed by diagonally removing the hydraulic pressure. When the hydraulic pressure variation of the high clutch H / C is larger than a predetermined value, the gear shift stops at the fifth speed. Therefore, the hydraulic pressure upper limit is set with respect to the input torque.

The hydraulic pressure of the low clutch LOW / C is controlled according to the flow chart shown in FIG. 7, but as shown by the dotted line characteristic in FIG. 9, the point is to engage at once when the gear ratio of the third speed is reached. .

[Shifting Action in First Changing Process] FIG.
The gear shift operation in the first gear change process will be described below. In the gear shift start command range, the 2-6 brake 2-6 / B is suddenly released, and the first gear change inertia phase is started early. At this time, the hydraulic pressure of the high clutch H / C is lowered, but it does not slip because the 2-6 brake 2-6 / B is slipping.

In the first changeover progress area, the 2-6 brake is applied.
Since 2-6 / B slips, it becomes almost neutral and turbine rotation increases. In other words, the gear ratio changes to the fifth speed side and the gear shift proceeds.

In the first gear change end region, when the gear ratio of the fifth speed is reached, the 3-5 reverse clutch 3-5R / C is engaged at once. At this time, in order not to increase the output shaft torque to the output shaft torque corresponding to the fifth speed which is a step response of the output shaft torque caused by the change of the gear ratio stopping at the fifth speed, In the stage, the hydraulic pressure of the high clutch H / C is lowered to the hydraulic pressure at which the high clutch H / C slips when the fifth gear ratio is reached.

Therefore, in the first gear change process, the gear ratio corresponding to the sixth gear from the sixth gear to the fifth gear, which is the intermediate gear, is quickly changed by setting the neutral gear to be in the fifth gear. Since the high clutch H / C slips at the time when the gear ratio becomes equivalent, the gear ratio does not stop at the gear ratio corresponding to the fifth speed, and the transition to the second shift process is performed quickly, and It is possible to prevent the output shaft torque from increasing to the fifth speed.

[Shifting Action in Second Changing Process] FIG. 11
The gear shifting operation in the second shift change process will be described based on the following. In the second shift change range, the high clutch H / C
The capacity is increased to eliminate the pulling of the inertia phase from the 5th speed to the 3rd speed, which is the intermediate stage, and slowly advance the inertia phase to improve the shock. The output shaft torque is increased due to the progress of the smooth shift.

In the second gear change end region, when the gear ratio of the third speed is reached, the low clutch LOW / C is engaged at a predetermined gradient.
At this time, the capacity of the high clutch H / C is increased and dragged so that the output shaft torque does not suddenly increase to the output shaft torque in the third speed state at the end of the gear shift.

In the chamfering area at the end of the second gear change, the high clutch H / C is obliquely disengaged in order to prevent the output shaft torque from step-responsively increasing to the output shaft torque corresponding to the third speed after the shift is completed. The output shaft torque is not increased stepwise but is increased obliquely to finally reach the output shaft torque equivalent to the third speed.

Therefore, in the second shifting process, the change of the gear ratio is smoothed to suppress the shock, and the output shaft torque corresponding to the third speed can be increased stepwise at the end of the gear shift or after the gear shift. To be prevented.

[3rd Drop Down Shift Operation by Examining Intermediate Gear] For 6-3 gear shift, the fifth gear is set as an intermediate gear 6 → 5
→ In the case of the first embodiment in which the three-speed shift is adopted, as shown in FIG. 12, the high clutch H / C at the fifth speed, which is an intermediate stage than the torque sharing ratio of the high clutch H / C at the sixth speed, is used. Since the torque sharing ratio of C (for example, 1.00 → 1.285) increases,
The high clutch H / C automatically starts to slip in the shift range from the 5th speed to the 3rd speed, and special control is performed to secure slippage engagement when performing the changeover shift from the 5th speed to the 3rd speed. Good shift controllability can be obtained without the need.

Regarding the 6-3 shift, in the case of the first embodiment in which the fifth gear is the intermediate stage and the 6 → 5 → 3 shift is adopted, as shown in FIG. Since the first gear change gear is the fifth gear and the fifth gear is a wide gear ratio range and the second gear change gear is the third gear, the sixth gear is →
In the 5th speed, the gear ratio changes quickly, and in the 5th speed → the 3rd speed,
The hydraulic controllability is good because the control is performed smoothly over a wide gear ratio range.

On the other hand, regarding the 6-3 shift, when the 6 → 4 → 3 shift is adopted with the fourth speed as the intermediate stage,
As shown in FIG. 4, the high clutch H at the fourth speed, which is an intermediate stage than the torque sharing ratio of the high clutch H / C at the sixth speed,
Since the torque sharing ratio of / C (for example, 1.00 → 0.727) becomes small, the high clutch H / C does not slip automatically in the 4 → 3 shift, and the controllability of the high clutch H / C is poor.

The gear ratio changes rapidly from the sixth speed to the fourth speed, and the gear ratio change is suppressed in a narrow range from the fourth speed to the third change, so that the controllability is difficult and the engine may be idling.

Further, regarding the 6-3 shift, when the 6 → 5 → 4 → 3 shift is adopted with the fifth speed and the fourth speed as intermediate stages, as shown in FIG. 14, 6 → 5 → 4 → The shift time is long because it shifts in steps of 3 and 1 (3-5 reverse clutch 3-5R / C is controlled, so the time cannot be shortened any further).

The gear ratio stops at an intermediate stage between the fifth speed and the fourth speed.

[Third-step downshift operation by studying variation] For 6-3 shift, the fifth speed is set as an intermediate step and 6 →
In the first embodiment in which 5 to 3 shifts are made, a study will be made when the hydraulic pressure of the high clutch H / C is varied by ± 10%. In this case, as shown in FIG.
→ The clutch share ratio of the high clutch H / C on the disengagement side and the low clutch L / C on the engagement side in the 3rd gear shift (second shift gear shift) is large (disengagement H / C: 1.285, engagement L / C: 0.9).
19), strong against variations in hydraulic pressure. For example, the hydraulic pressure
When the variation is 10%, the air is slightly blown at the end of the shift, and when the hydraulic pressure is + 10%, the shift time is slightly longer.

On the other hand, regarding the 6-3 shift, when the 6 → 4 → 3 shift is adopted with the fourth speed as the intermediate stage, the hydraulic pressure of the high clutch H / C is varied by ± 10%. Consider. In this case, as shown in FIG.
The high clutch H / C on the disengagement side and the 3 on the engagement side in the 4 → 3 shift (the second shift shift) that is greatly affected by the shock
-5 The clutch share ratio of the reverse clutch 3-5R / C is small (disengagement H / C: 0.727, engagement 3-5R / C: 0.545) and weak against variations in hydraulic pressure. For example, if the oil pressure has a variation of -10%, the engine will idle at the end of the gear shift, and the oil pressure will be +
When the variation is 10%, the shift time becomes long and the shift progresses halfway.

Next, the effect will be described.

(1) When it is determined that the gear is to be double-shifted from the sixth speed to the third speed, the 2-6 brake 2-6 / B is released and 3-
5 By engaging reverse clutch 3-5R / C, the high clutch H / C is released and the low clutch LOW / C is opened after passing through the gear ratio of the 5th speed closer to the 6th speed. By engaging the gears, the shifts from the fifth speed to the third speed, which are set as the intermediate speed, are achieved. Therefore, the number of shifts is smaller than that in the case where the fifth speed and the fourth speed are the intermediate speeds. The time can be shortened, and the shift controllability becomes easy. Further, the sixth gear change speed is a narrow gear ratio width and the first gear change gear shift is the fifth gear, and the wide gear gear ratio width is a fifth gear change, and the third gear change is the second gear change gear shift, which is an interlaced gear change, so that the fourth gear change is performed. As compared with the case where the gear shift is set to the intermediate stage, the hydraulic control in the second shift gear shift, which has a great influence on the shock, becomes easier, and as a result, it is possible to secure the favorable shift quality with the shift shock suppressed.

(2) High clutch H / C and 2-6 brake 2
Shift from 6th speed achieved by engaging -6 / B to 3rd speed achieved by engaging low clutch LOW / C and 3-5 reverse clutch 3-5R / C is determined. Then, by releasing the 2-6 brake 2-6 / B and reducing the capacity of the high clutch H / C and engaging the 3-5 reverse clutch 3-5R / C during the first shift change, After passing through the gear ratio of the fifth gear in the middle stage close to the gear ratio, increase the engagement capacity of the high clutch H / C during the second shift gearshift and release it after the gearshift is completed to engage the low clutch LOW / C. by doing,
Since the second shift change gear is achieved, the high clutch H / C automatically slips out during the transition from the first shift change to the second shift change, and the high clutch H / C shifts from the first shift change to the second shift change. Only by maintaining the H / C engagement capacity constant, it is possible to obtain good shift controllability without requiring special control. In addition, the second that has a great impact on shock
In the gear change gear range, the high clutch H /
Since the clutch sharing ratio between C and the low clutch LOW / C, which is the engagement element, is large, even if there is a variation in the hydraulic pressure of the high clutch H / C, it is possible to minimize the deterioration of shift shock.

(3) Of the two disengagement elements, the engagement capacity of the high clutch H / C which is disengaged after the completion of the second shifting process from the fifth speed to the third speed is changed from the sixth speed to the fifth speed. Since the gear shift from the fifth speed to the third speed is achieved by lowering the speed before the completion of the first gear change process up to the fifth speed, the turbine rotation speed is increased, and the fifth speed range, which is the intermediate stage, is promoted. The change in the gear ratio is smoother, and it is possible to prevent the occurrence of a two-step shock due to the two interchanging shifts during the interlaced shift from the sixth speed to the third speed, and the gear ratio corresponding to the intermediate step. Since the change of the gear ratio does not stop in the range, the jump shift time from the sixth speed to the third speed can be further shortened.

(Other Embodiments) The shift control device for an automatic transmission according to the present invention has been described above based on the first embodiment.
The specific configuration is not limited to the first embodiment, and design changes and additions are allowed without departing from the gist of the invention according to each claim of the claims.

For example, in the first embodiment, the 6 → 5 → 3 shift has been described, but the invention can be applied to the 5 → 4 → 2 shift.

In the first embodiment, the example of application to the forward 6-speed reverse 1-speed automatic transmission having the skeleton shown in FIG. 1 is shown. However, in the case of an automatic transmission having a skeleton different from that shown in FIG. , 6 → 5 → 2 shift, and in the case of 6 → 2 shift, if the gear ratio of the 4th speed is closer to the 6th speed than the 2nd speed, 6 → 4 → Two shifts are also acceptable.

In the first embodiment, an example of an automatic transmission having a hydraulic circuit configuration provided with hydraulic control valves for individually controlling the engagement pressures to a plurality of friction elements involved in gear shifting is shown. The present invention can also be applied to an automatic transmission in which gear shift control is performed, and further, if there is a double-changing shift that simultaneously shifts two fastening elements and two release elements, there will be four forward speeds or The present invention can also be applied to automatic transmissions such as fifth forward speed and seventh forward speed.

[Brief description of drawings]

FIG. 1 is a forward drive 6 to which the shift control device of the first embodiment is applied.
FIG. 3 is a skeleton diagram showing a gear train of an automatic transmission with a first reverse speed.

FIG. 2 is a diagram showing an operation table of each friction element in shift control in the shift control device for an automatic transmission according to the first embodiment.

FIG. 3 is a diagram showing a hydraulic circuit and an electronic shift control system in a shift control device for an automatic transmission according to a first embodiment.

FIG. 4 is a flowchart showing a flow of hydraulic control processing of the 2-6 brake 2-6 / B, which is the first release side in the 6-3 depression downshift, which is executed by the A / T control unit of the first embodiment. Is.

FIG. 5 shows a flow of hydraulic control processing of a 3-5 reverse clutch 3-5R / C which is a first engagement side in a 6-3 stepping downshift executed by the A / T control unit of the first embodiment. It is a flowchart.

FIG. 6 is a flowchart showing a flow of a hydraulic control process of a high clutch H / C which is a second disengagement side in a 6-3 depression downshift executed by the A / T control unit of the first embodiment.

FIG. 7 is a flowchart showing a flow of a hydraulic control process of a low clutch LOW / C, which is a second engagement side in a 6-3 depression downshift, which is executed by the A / T control unit of the first embodiment.

FIG. 8 is a double-changing time chart in 6-3 step-down shift executed by the A / T control unit of the first embodiment.

9A and 9B are a gear ratio characteristic diagram and a hydraulic characteristic diagram showing a concept of a gear ratio and a concept of hydraulic pressure in double-changing according to the present invention.

FIG. 10 is a diagram showing a gear shift action in a first changeover process in a 6-3 stepping down shift in the first embodiment device.

FIG. 11 is a diagram showing a speed change action in a second shift process in a 6-3 step-down shift in the apparatus of the first embodiment.

FIG. 12 is a diagram showing respective characteristics of a G waveform, a gear ratio change, a second changing hydraulic pressure, and a second changing hydraulic pressure in a 6 → 5 → 3 downshift in the first embodiment device.

FIG. 13 is a G waveform, a gear ratio change, a second transfer hydraulic pressure, and a second transfer hydraulic pressure when the high clutch pressure varies ± 10% in a 6 → 5 → 3 downshift in the first embodiment device. It is a figure which shows a characteristic.

FIG. 14 is a 6 → 4 → 3 downshift and 6 in the conventional device.
It is a figure which shows each characteristic of G waveform, gear ratio change, 2nd replacement | exchange hydraulic pressure, 2nd replacement | exchange hydraulic pressure, and 3rd replacement | exchange hydraulic pressure in (5) → (4) → 3 downshift.

FIG. 15 shows characteristics of a G waveform, a gear ratio change, a second changing hydraulic pressure, and a second changing hydraulic pressure when the high clutch pressure varies ± 10% in a 6 → 4 → 3 downshift in a conventional device. It is a figure.

[Explanation of symbols]

G1 simple planetary gear set G2 Ravigneaux type compound planetary gear set S1 first sun gear C1 first carrier R1 first ring gear S2 second sun gear C2 second carrier S3 third sun gear C3 third carrier R3 third ring gear IN input shaft (input member ) OUT output gear (output member) LOW / C low clutch (1st clutch, 3rd friction element) 3-5R / C 3-5 reverse clutch (2nd clutch, 4th)
Friction element) H / C High clutch (3rd clutch, 1st friction element) L & R / B Low & reverse brake (1st brake) 2-6 / B 2-6 brake (2nd brake, 2nd friction) Element) LOW / OWC Low one-way clutch TC Transmission case 1 Low clutch LOW / C engagement piston chamber 2 High clutch H / C engagement piston chamber 3 2-6 Brake 2-6 / B engagement piston chamber 4 3-5 Reverse clutch 3-5 R / C engaging piston chamber 5 Low & reverse brake L & R / B engaging piston chamber 6 1st hydraulic control valve 7 2nd hydraulic control valve 8 3rd hydraulic control valve 9 4th hydraulic control valve 10 5th Hydraulic control valve 11 First pressure switch 12 Second pressure switch 13 Third pressure switch 14 Fourth pressure switch 15 Fifth pressure switch 16 Manual valve 17 Pilot valve 18 Shuttle ball valve 19 Line pressure oil passage 20 Ylot pressure oil passage 21 D range pressure oil passage 22 R range pressure oil passage 23 D & R range pressure oil passage 24 Low clutch pressure oil passage 25 High clutch pressure oil passage 26 2-6 Brake pressure oil passage 27 3-5 Reverse clutch pressure oil Road 28 Low & reverse brake pressure oil path 40 A / T control unit (shift control means) 41 Vehicle speed sensor 42 Throttle sensor 43 Engine rotation sensor 44 Turbine rotation sensor 45 Inhibitor switch 46 Oil temperature sensor

Continued front page    F term (reference) 3J028 EA21 EB08 EB13 EB37 EB62                       FB03 FC18 FC24 FC62 GA01                       HA32 HC18                 3J552 MA02 MA12 NA01 NB01 PA02                       PA20 PA24 RA07 RA11 RB19                       SB08 SB10 VA02W VA07Z                       VA32Z VA48Z VA62Z VB01Z                       VC01Z VC03Z

Claims (3)

[Claims] 1. A shift control device for an automatic transmission, comprising: shift control means for achieving a plurality of forward gear stages by engaging / disengaging control of a plurality of friction elements involved in shifting of the automatic transmission. Is an N-th speed stage achieved by engaging at least a first friction element and a second friction element,
At least the first friction element and the second friction element are in a released state and the third friction element and the fourth friction element are engaged, and the N-αth speed stage and the Nth speed stage are achieved. Nth
There is at least two intermediate stages between the -α speed stages, and a double-changing shift determining means for determining a shift from the N-th speed stage to the N-α-speed stage; At the time of the shift change determination, at least the second friction element is released and the fourth friction element is engaged, so that the change of the gear ratio is performed via the gear ratio of the intermediate gear closer to the gear ratio of the Nth gear. Interleaving shift control means for achieving a shift from an intermediate gear ratio to an N-αth gear by releasing at least the first friction element and engaging the third friction element without stopping. A shift control device for an automatic transmission, characterized in that 2. A Ravigneaux-type composite having a simple planetary gear set having a first sun gear, a first carrier, and a first ring gear, and a second sun gear, a second carrier, a third sun gear, a third carrier, and a third ring gear. A planetary gear set, a member that fixes the first sun gear to a transmission case, an input member that is directly connected to the first ring gear, and a first clutch that selectively connects and disconnects the first carrier and the third sun gear. A second clutch that selectively connects and disconnects the first carrier and the second sun gear; and a third clutch that selectively connects and disconnects the third carrier and the input member.
A clutch, a first brake that selectively connects and disconnects the second carrier and the transmission case, a second brake that selectively connects and disconnects the second sun gear and the transmission case, and is directly connected to the third ring gear. A first clutch, a second clutch, a third clutch, and a first clutch.
A hydraulic control valve for individually controlling the engagement pressure to the brake and the second brake is provided, and by engaging the first clutch and the first brake, the first speed, the first speed
By engaging the clutch and the second brake, the second speed, engaging the first clutch and the second clutch, the third speed, engaging the first clutch and the third clutch, the fourth speed, engaging the second clutch and the third clutch. Fastening the third clutch and the second brake in a shift control device for an automatic transmission, which is provided with shift control means that achieves a forward speed of the sixth speed by engaging the fifth speed, the third clutch and the second brake. And a double-changing shift judging means for judging a shift from the sixth speed to be achieved by engaging the first clutch and the second clutch to the third speed. By releasing the second brake and engaging the second clutch, the gear ratio of the fifth speed close to the gear ratio of the sixth speed is passed, and then the third clutch is released and the first clutch is engaged, 5th to 3rd That it comprises a, a 6-5-3 shift control means to achieve a shift to the shift control device for an automatic transmission according to claim. 3. The shift control device for an automatic transmission according to claim 2, wherein the 6-5-3 shift control means sets the 6th speed to the 5th speed to the first speed when the double-changing shift is determined. When the changeover process is performed and the fifth to third speeds are set as the second changeover process, 2
Of the individual release elements, the engagement capacity of the third clutch, which is released after the end of the second changeover process, is reduced in advance before the end of the first changeover process to shift from the fifth speed to the third speed. A shift control device for an automatic transmission, characterized in that it is means for achieving the above.