JP2021089048A - Control device of automatic transmission - Google Patents

Abstract

To prevent vehicle behavior from getting unstable in performing multiple transmission, in which second transmission is started during first transmission, by curbing an occurrence of fluctuation in line pressure.SOLUTION: A control device of an automatic transmission 3 comprises a transmission control unit 10 which performs transmission control to switch a plurality of gear stages by changing engagement states of a plurality of friction elements B1, B2, B3, K1, K2 and K3 engaged with line pressure PL as source pressure. The transmission control unit 10 has a transmission control section 101 which adjusts transmission progress states of first transmission and second transmission when determining that a request for multiple transmission to start second transmission during first transmission is made. The transmission control section 101 performs adjustment control so that an increase in engaging hydraulic pressure supplied to a first friction element which is shifted from a disengaged state to an engaged state in the first transmission does not overlap with supply of precharge pressure to a second friction element which is shifted from a disengaged state to an engaged state in the second transmission.SELECTED DRAWING: Figure 9

Description

The present invention relates to a control device for an automatic transmission mounted on a vehicle.

The first friction element, which is engaged in the first gear, released in the second gear after the first gear, and engaged in the third gear after the second gear, and released in the first gear, and released in the second gear. It includes a second friction element that is fastened and fastened in the third gear, and a third friction element that is fastened in the first gear, fastened in the second gear, and released in the third gear. If the target shift changes from the second shift to the third shift after the start of the inertia phase of the first shift is detected, the second shift is started while executing the first shift, and the oil pressure for the first friction element is applied. As a command value, there is known a control device for an automatic transmission that is configured to compare the hydraulic command value in the first shift and the hydraulic command value in the second shift and select the larger one (Patent Document 1). See). The second shift control means temporarily outputs a high-pressure hydraulic command value when the first friction element is fastened, and then executes precharge control for holding the first friction element at a low pressure to promote the piston stroke, and controls the third friction element. The unit discloses that precharge control by the second shift control means is prohibited.

JP-A-2007-170638

However, in the prior art described in Patent Document 1, the first shift and the second shift are performed by starting the second shift before the end of the first shift for the purpose of promptly executing the shift control. Is controlled to overlap. For this reason, the increase in the fastening oil pressure to the friction element fastened in the first shift and the supply of the precharge pressure to the friction element fastened in the second shift overlap with each other, and the oil is required as the required oil amount increases. There is a problem that the amount is insufficient, the line pressure fluctuates, and the vehicle behavior may become unstable.

The present invention has been made by paying attention to the above problems, and when multiple shifts for starting the second shift are executed during the shift of the first shift, the occurrence of fluctuations in the line pressure is suppressed, so that the vehicle behavior is impaired. The purpose is to prevent it from becoming stable.

In order to achieve the above object, the present invention includes a transmission control unit that performs shift control for switching a plurality of gear stages by changing the fastening state of a plurality of friction elements that are fastened using the line pressure as the original pressure. In the control device of this automatic transmission, the transmission control unit mediates the shift progress status of the first shift and the second shift when it determines the multiple shift request for starting the second shift during the shift of the first shift. It has a speed change control unit. The shift control unit increases the fastening oil supply to the first friction element that shifts from the released state to the fastened state in the first shift, and preliminates to the second friction element that shifts from the released state to the fastened state in the second shift. Arbitration control is performed so that the supply of charge pressure does not overlap.

Since the above-mentioned solution is adopted, it is possible to prevent the vehicle behavior from becoming unstable by suppressing the occurrence of fluctuations in the line pressure when multiple shifts are executed in which the second shift is started during the shift of the first shift. Can be done.

FIG. 5 is an overall system diagram showing an engine vehicle equipped with an automatic transmission to which the control device of the first embodiment is applied. It is a skeleton diagram which shows an example of the gear train of an automatic transmission. It is a fastening table diagram which shows the fastening state in each gear stage of the friction element for shifting in an automatic transmission. It is a shift map diagram which shows an example of the shift map in an automatic transmission. It is a hydraulic control system block diagram which shows the control valve unit of an automatic transmission. It is a characteristic diagram which shows an example of the target line pressure characteristic with respect to the input torque to a gear train. It is a characteristic figure which shows an example of the fastening pressure command characteristic to a friction element at the time of transition from an open state to a fastening state. It is a flowchart which shows the flow of the shift control process executed in the shift control unit of a transmission control unit. In the multiple shift scene from 4th gear to 3rd gear to 2nd gear, the 1st friction element and the 2nd gear (3rd gear → 2nd gear) are fastened at the 1st gear (4th gear → 3rd gear). ) Is a time chart showing the fastening pressure command characteristic 1 to the second friction element to be fastened. In the multiple shift scene from 4th gear to 3rd gear to 2nd gear, the 1st friction element and the 2nd gear (3rd gear → 2nd gear) are fastened at the 1st gear (4th gear → 3rd gear). ) Is a time chart showing the fastening pressure command characteristic 2 to the second friction element to be fastened.

Hereinafter, a mode for implementing the control device for the automatic transmission of the present invention will be described with reference to the first embodiment shown in the drawings.

The control device of the first embodiment is applied to an engine vehicle (an example of a vehicle) equipped with an automatic transmission by shift-by-wire and park-by-wire having gear stages of 9th forward speed and 1st reverse speed. is there. Hereinafter, the configuration of the first embodiment will be described separately as "overall system configuration", "detailed configuration of automatic transmission", "detailed configuration of hydraulic control system", and "shift control processing configuration".

[Overall system configuration (Fig. 1)]
As shown in FIG. 1, the drive system of the engine vehicle includes an engine 1, a torque converter 2, an automatic transmission 3, a propeller shaft 4, and drive wheels 5. The torque converter 2 has a built-in lockup clutch 2a that directly connects the crankshaft of the engine 1 and the input shaft IN of the automatic transmission 3 by fastening. The automatic transmission 3 incorporates a gear train 3a and a park gear 3b. A control valve unit 6 including a spool valve for shifting, a hydraulic control circuit, a solenoid valve, and the like is attached to the automatic transmission 3.

The control valve unit 6 has six clutch solenoids 20 provided for each friction element, one line pressure solenoid 21, a lubrication solenoid 22, and a lockup solenoid 23 as solenoid valves. That is, it has a total of nine solenoid valves. Each of these solenoid valves has a three-way linear solenoid structure, and operates in pressure adjustment in response to a control command from the transmission control unit 10.

As shown in FIG. 1, the electronic control system of the engine vehicle includes a transmission control unit 10 (abbreviation: "ATCU"), an engine control module 11 (abbreviation: "ECM"), and a CAN communication line. 70 and. Here, the transmission control unit 10 is started / stopped by an ignition signal from the sensor module unit 71 (abbreviation: “USM”). That is, the start / stop of the transmission control unit 10 is defined as "wake-up / sleep control" in which the start variation increases as compared with the case of start / stop by the ignition switch.

The transmission control unit 10 is provided integrally with mechatronics on the upper surface of the control valve unit 6, and the main board temperature sensor 31 and the sub board temperature sensor 32 are provided on the unit board by a redundant system while ensuring independence from each other. .. That is, the main board temperature sensor 31 and the sub board temperature sensor 32 transmit the sensor value information to the transmission control unit 10, but unlike the well-known automatic transmission unit, the transmission hydraulic oil (ATF) is installed in the oil pan. Sends temperature information that is not in direct contact with. The transmission control unit 10 also inputs signals from the turbine rotation sensor 13, the output shaft rotation sensor 14, and the third clutch oil pressure sensor 15. Further, signals from the shifter control unit 18, the intermediate shaft rotation sensor 19, and the like are input.

The turbine rotation sensor 13 detects the turbine rotation speed (= transmission input shaft rotation speed) of the torque converter 2 and transmits a signal indicating the turbine rotation speed Nt to the transmission control unit 10. The output shaft rotation sensor 14 detects the output shaft rotation speed of the automatic transmission 3 and transmits a signal indicating the output shaft rotation speed No. (= vehicle speed VSP) to the transmission control unit 10. The third clutch oil pressure sensor 15 detects the clutch oil pressure of the third clutch K3 and transmits a signal indicating the third clutch oil pressure PK3 to the transmission control unit 10.

The shifter control unit 18 determines the range position selected by the driver's select operation on the shifter 181 and transmits the range position signal to the transmission control unit 10. The shifter 181 has a momentary structure, has a P range button 181b on the upper portion of the operation unit 181a, and has an unlock button 181c (only when N → R) on the side portion of the operation unit 181a. The range positions include an H range (home range), an R range (reverse range), a D range (drive range), and N (d) and N (r) (neutral range). The intermediate shaft rotation sensor 19 detects the rotation speed of the intermediate shaft (intermediate shaft = rotating member connected to the first carrier C1), and transmits a signal indicating the intermediate shaft rotation speed Nint to the transmission control unit 10.

The transmission control unit 10 monitors changes in the operating points (VSP, APO) due to the vehicle speed VSP and the accelerator opening APO on the shift map (see FIG. 4).
1. Auto upshift (due to vehicle speed increase while maintaining accelerator opening)
2. Foot release upshift (by accelerator foot release operation)
3. Foot return upshift (by accelerator return operation)
4. Power on / downshift (due to a decrease in vehicle speed while maintaining the accelerator opening)
5. Small opening sudden downshift (depending on the small amount of accelerator operation)
6. Large opening sudden downshift (depending on the amount of accelerator operation: "kickdown")
7. Slow downshift (due to slow accelerator operation and increased vehicle speed)
8. Coast downshift (due to a decrease in vehicle speed when the accelerator is released)
Shift control is performed according to a basic shift pattern called.

The engine control module 11 inputs signals from the accelerator opening sensor 16, the engine rotation sensor 17, and the like.

The accelerator opening sensor 16 detects the accelerator opening caused by the driver's accelerator operation, and transmits a signal indicating the accelerator opening APO to the engine control module 11. The engine rotation sensor 17 detects the rotation speed of the engine 1 and transmits a signal indicating the engine rotation speed Ne to the engine control module 11.

In the engine control module 11, in addition to various controls of the engine itself, engine torque limit control and the like are performed by cooperative control with the transmission control unit 10. Since the transmission control unit 10 is connected to the transmission control unit 10 via a CAN communication line 70 capable of exchanging information in both directions, when an information request is input from the transmission control unit 10, the accelerator opening APO and the engine speed are reached. Ne information is output to the transmission control unit 10. Further, the information of the engine torque Te and the turbine torque Tt calculated by estimation is output to the transmission control unit 10. Further, when an engine torque limit request based on the upper limit torque is input from the transmission control unit 10, engine torque limit control is executed in which the engine torque is limited by a predetermined upper limit torque.

[Detailed configuration of automatic transmission (Fig. 2, Fig. 3, Fig. 4)]
The automatic transmission 3 has a gear train 3a (stepped transmission mechanism) in which a plurality of gear stages can be set and a plurality of friction elements, and is characterized by the following points.
(a) A one-way clutch that mechanically engages / idles is not used as a shifting element.
(b) The first brake B1, the second brake B2, the third brake B3, the first clutch K1, the second clutch K2, and the third clutch K3, which are friction elements, are independently engaged / released by the clutch solenoid 20 at the time of shifting. The state is controlled.
(c) In the in-gear that maintains the engaged state in the engagement pressure control of the friction element, instead of outputting the maximum pressure command to the clutch solenoid, the clutch solenoid 20 issues an intermediate pressure command equivalent to the element input torque that can suppress clutch slippage. Output to.
(d) The second clutch K2 and the third clutch K3 have a centrifugal canceling chamber that cancels the centrifugal pressure due to the centrifugal force acting on the clutch piston oil chamber.

As shown in FIG. 2, the automatic transmission 3 has, as planetary gears constituting the gear train 3a, the first planetary gear PG1, the second planetary gear PG2, and the third planetary gear PG1 in order from the input shaft IN to the output shaft OUT. It is equipped with a planetary gear PG3 and a fourth planetary gear PG4.

The first planetary gear PG1 is a single pinion type planetary gear, and has a first sun gear S1, a first carrier C1 that supports a pinion that meshes with the first sun gear S1, and a first ring gear R1 that meshes with the pinion.

The second planetary gear PG2 is a single pinion type planetary gear, and has a second sun gear S2, a second carrier C2 that supports a pinion that meshes with the second sun gear S2, and a second ring gear R2 that meshes with the pinion.

The third planetary gear PG3 is a single pinion type planetary gear, and has a third sun gear S3, a third carrier C3 that supports a pinion that meshes with the third sun gear S3, and a third ring gear R3 that meshes with the pinion.

The fourth planetary gear PG4 is a single pinion type planetary gear, and has a fourth sun gear S4, a fourth carrier C4 that supports a pinion that meshes with the fourth sun gear S4, and a fourth ring gear R4 that meshes with the pinion.

As shown in FIG. 2, the automatic transmission 3 includes an input shaft IN, an output shaft OUT, a first connecting member M1, a second connecting member M2, and a transmission case TC. As friction elements that are engaged / released by shifting, the first brake B1, the second brake B2, the third brake B3, the first clutch K1, the second clutch K2, and the third clutch K3 are provided. There is.

The input shaft IN is a shaft in which the driving force from the engine 1 is input via the torque converter 2, and is always connected to the first sun gear S1 and the fourth carrier C4. The input shaft IN is connected to the first carrier C1 via the second clutch K2 so as to be connectable and detachable.

The output shaft OUT is a shaft that outputs the drive torque shifted to the drive wheels 5 via the propeller shaft 4 and the final gear (not shown), and is always connected to the third carrier C3. The output shaft OUT is connected to the fourth ring gear R4 via the first clutch K1 so as to be connectable and disconnectable.

The first connecting member M1 is a member that constantly connects the first ring gear R1 of the first planetary gear PG1 and the second carrier C2 of the second planetary gear PG2 without interposing a friction element. The second connecting member M2 always connects the second ring gear R2 of the second planetary gear PG2, the third sun gear S3 of the third planetary gear PG3, and the fourth sun gear S4 of the fourth planetary gear PG4 without interposing a friction element. It is a member to do.

The first brake B1 is a friction element capable of locking the rotation of the first carrier C1 with respect to the transmission case TC. The second brake B2 is a friction element capable of locking the rotation of the third ring gear R3 with respect to the transmission case TC. The third brake B3 is a friction element capable of locking the rotation of the second sun gear S2 with respect to the transmission case TC.

The first clutch K1 is a friction element that selectively connects the fourth ring gear R4 and the output shaft OUT. The second clutch K2 is a friction element that selectively connects the input shaft IN and the first carrier C1. The third clutch K3 is a friction element that selectively connects between the first carrier C1 and the second connecting member M2.

A shift configuration for establishing each gear stage will be described with reference to FIG. The first speed (1st) is achieved by simultaneously engaging the second brake B2, the third brake B3, and the third clutch K3. The second speed (2nd) is achieved by simultaneously engaging the second brake B2, the second clutch K2, and the third clutch K3. The third speed (3rd) is achieved by simultaneously engaging the second brake B2, the third brake B3, and the second clutch K2. The 4th speed (4th) is achieved by simultaneously engaging the second brake B2, the third brake B3, and the first clutch K1. The fifth speed (5th) is achieved by simultaneously engaging the third brake B3, the first clutch K1 and the second clutch K2. The above 1st to 5th speeds are underdrive gears with a reduction gear ratio in which the gear ratio exceeds 1.

The 6th speed (6th) is achieved by simultaneously engaging the first clutch K1, the second clutch K2, and the third clutch K3. This sixth speed stage is a directly connected stage having a gear ratio of 1.

The 7th speed (7th) is achieved by simultaneously engaging the 3rd brake B3, the 1st clutch K1 and the 3rd clutch K3. The 8th speed (8th) is achieved by simultaneously engaging the first brake B1, the first clutch K1, and the third clutch K3. The 9th speed stage (9th) is achieved by simultaneously engaging the first brake B1, the third brake B3, and the first clutch K1. The 7th to 9th speeds described above are overdrive gears with an increasing gear ratio of less than 1.

Further, among the gear stages from the 1st speed to the 9th speed, when the up shift is performed to the adjacent gear stage or the down shift is performed, as shown in FIG. 3, the shift shift is performed. .. That is, the shift to the adjacent gear stage is achieved by releasing one friction element and fastening one friction element while maintaining the fastening of two friction elements among the three friction elements. ..

The reverse speed stage (Rev) by selecting the R range position is achieved by simultaneously engaging the first brake B1, the second brake B2, and the third brake B3. When the N range position and the P range position are selected, basically all of the six friction elements B1, B2, B3, K1, K2, and K3 are in the released state.

A shift map as shown in FIG. 4 is stored and set in the transmission control unit 10, and shifting by switching gears from the 1st gear to the 9th gear on the forward side by selecting the D range is performed. This is done according to this shift map. That is, when the operating point (VSP, APO) at that time crosses the upshift line shown by the solid line in FIG. 4, an upshift shift request is issued. Further, when the operating point (VSP, APO) crosses the downshift line shown by the broken line in FIG. 4, a downshift shift request is issued.

[Detailed configuration of flood control system (Figs. 5 to 7)]
As shown in FIG. 5, the control valve unit 6 hydraulically controlled by the transmission control unit 10 includes a mechanical oil pump 61 and an electric oil pump 62 as hydraulic sources. The mechanical oil pump 61 is pump-driven by the engine 1, and the electric oil pump 62 is pump-driven by the electric motor 63.

The control valve unit 6 includes a line pressure solenoid 21, a line pressure regulating valve 64, a clutch solenoid 20, and a lockup solenoid 23 as valves provided in the flood control circuit. A lubrication solenoid 22, a lubrication pressure regulating valve 65, and a boost switching valve 66 are provided. Further, a P-nP switching valve 67 and a park hydraulic actuator 68 are provided.

The line pressure adjusting valve 64 regulates the discharged oil from at least one of the mechanical oil pump 61 and the electric oil pump 62 to the line pressure PL based on the valve operating signal pressure from the line pressure solenoid 21.

Here, the line pressure solenoid 21 is driven to adjust the pressure by a control command from the line pressure control unit 100 included in the transmission control unit 10. As will be described later, the line pressure control unit 100 outputs an intermediate pressure command to the clutch solenoid 20 during the in-gear, so that the target line pressure characteristic PLc with respect to the magnitude of the input torque to the gear train 3a is maximized during the in-gear. The pressure command is set to a lower pressure side than the target line pressure characteristic PLc'when the pressure command is output to the clutch solenoid (see FIG. 6).

The clutch solenoid 20 is a transmission system solenoid that uses the line pressure PL as the original pressure and controls the fastening pressure and the release pressure for each friction element (B1, B2, B3, K1, K2, K3). Although it is described in FIG. 5 that there is one clutch solenoid 20, each friction element (B1, B2, B3, K1, K2, K3) has six solenoids.

Here, the clutch solenoid 20 is driven to adjust the pressure by a control command from the shift control unit 101 included in the transmission control unit 10. The shift control unit 101 has a single shift control function, a multiple shift control function, and a fastening pressure control function. The single shift control function refers to a function of executing a shift by engagement / release replacement control when an upshift request or a downshift request for shifting to an adjacent shift stage is determined. The multiple shift control function is a function that mediates the shift progress status of the first shift and the second shift when a multiple shift request for starting the second shift (rear shift) is determined during the shift of the first shift (front shift). Say. The engagement pressure control function does not output the maximum pressure command Pmax to the clutch solenoid during the in-gear that maintains the engagement state in the engagement pressure control of the friction element, but an intermediate pressure command equivalent to the element input torque that can suppress clutch slippage. It refers to the function of outputting Plimit to the clutch solenoid 20 (see FIG. 7).

The lockup solenoid 23 controls the clutch differential pressure of the lockup clutch 2a by using the line pressure PL and the pressure adjusting excess oil created by the line pressure adjusting valve 64 when the lockup clutch 2a is slipped.

Here, the lockup solenoid 23 is driven to adjust the pressure by a control command from the lockup control unit 102 included in the transmission control unit 10. The lockup control unit 102 does not perform clutch differential pressure control that maintains the completely engaged state while traveling in the slip lockup region, but performs clutch differential pressure control that maintains the slip engaged state of the lockup clutch 2a in the gear stage of the gear train 3a. Executes regardless of gear shifting. The "slip lockup region" refers to, for example, a traveling region at a vehicle speed equal to or higher than a predetermined vehicle speed set in a low vehicle speed range. "Clutch differential pressure control for maintaining the slip engagement state" is the slip engagement control of the lockup clutch 2a, in which a minute slip value is set as a target value and a slip deviation is set so that the actual slip value converges to the target value. It refers to the feedback control executed in response.

The lubrication solenoid 22 has a function of creating a valve operating signal pressure to the lubrication pressure regulating valve 65 and a switching pressure to the boost switching valve 66, and adjusting the lubrication flow rate supplied to the friction element to an appropriate flow rate for suppressing heat generation. .. Then, it is a solenoid that mechanically guarantees the minimum lubrication flow rate that suppresses heat generation of the friction element at times other than continuous shift protection, and adjusts the lubrication flow rate added to the minimum lubrication flow rate.

The lubrication pressure regulating valve 65 can control the lubrication flow rate supplied to the power train (PT) including the friction element and the gear train 3a via the cooler 69 by the valve operating signal pressure from the lubrication solenoid 22. Then, friction is reduced by optimizing the PT supply lubrication flow rate by the lubrication pressure regulating valve 65.

The boost switching valve 66 increases the amount of oil supplied to the centrifugal cancel chambers of the second clutch K2 and the third clutch K3 by the switching pressure from the lubrication solenoid 22. This boost switching valve 66 is used when the amount of oil supplied is temporarily increased in a scene where the amount of oil in the centrifugal cancel chamber is insufficient.

The P-nP switching valve 67 switches the line pressure path to the park hydraulic actuator 68 by the switching pressure from the lubrication solenoid 22 (or the park solenoid). The park lock that meshes the park gear 3b when the P range is selected and the park lock that disengages the park gear 3b when the park gear 3b is selected from the P range to a range other than the P range are released.

In this way, as a configuration of the control valve unit 6 that is mechanically connected to the shift lever operated by the driver and abolishes the manual valve that switches the D range pressure oil passage, the R range pressure oil passage, the P range pressure oil passage, and the like. There is. Then, when the D, R, and N ranges are selected by the shifter 181, the control of independently fastening / releasing the six friction elements based on the range position signal from the shifter control unit 18 is adopted to "shift. "By-wire" has been achieved. Further, when the P range is selected by the shifter 181, the P-nP switching valve 67 and the park hydraulic actuator 68 constituting the park module are operated based on the range position signal from the shifter control unit 18 to "park by".・ Achieved "wire".

[Shift control processing configuration (Fig. 8)]
FIG. 8 shows the flow of the shift control process executed by the shift control unit 101 of the transmission control unit 10. Hereinafter, each step of FIG. 8 will be described.

In step S1, following the start of processing, it is determined whether or not there is a request for the first shift (previous shift). If YES (there is a request for the first shift), the process proceeds to step S2, and if NO (there is no request for the first shift), the process proceeds to the return.

In step S2, following the determination in S1 that there is a request for the first shift or the determination in S3 that the predetermined time has not elapsed, the first shift shifts from the released state to the engaged state in the first shift. A precharge pressure command is output to the friction element, and the process proceeds to step S3. Here, the "precharge pressure" refers to a hydraulic pressure for quickly filling the oil passage or oil chamber to the first friction element from which the hydraulic oil has escaped. The "first friction element" is, for example, when the first shift is a downshift from the 4th speed to the 3rd speed, the second clutch K2 is in the released state at the 4th speed and is engaged at the 3rd speed. Say that.

In step S3, following the output of the precharge pressure command in S2, it is determined whether or not a predetermined time has elapsed from the start of the output of the precharge pressure command. If YES (predetermined time has passed), the process proceeds to step S4, and if NO (predetermined time has not passed), the process returns to step S2. Here, as shown in FIG. 7, the “predetermined time” refers to the output duration Tp of the precharge pressure command for filling the oil passage to the first friction element and the oil chamber with hydraulic oil.

In step S4, following the determination in S3 that the predetermined time has elapsed or the determination in S6 that the first shift target gear ratio has not been reached, the output of the precharge pressure command to the first friction element is output. Subsequently, a fastening pressure increase command is output, and the process proceeds to step S8. Here, the "fastening pressure increase command" refers to a command for pushing and supplying hydraulic oil into the oil passage to the first friction element to raise the fastening oil pressure of the first friction element, for example, as shown in FIG. , It is given by the characteristic that the ascending gradient of the command value is gradually increased.

In step S5, following the output of the fastening pressure increase command in S4, it is determined whether or not there is a request for the second shift (rear shift). If YES (there is a request for the second shift), the process proceeds to step S8, and if NO (there is no request for the second shift), the process proceeds to step S6.

In step S6, following the determination in S5 that there is no request for the second shift, it is determined whether or not the actual gear ratio has reached the first shift target gear ratio. If YES (reaching the first shifting target gear ratio), the process proceeds to step S7, and if NO (not reaching the first shifting target gear ratio), the process returns to step S4. Here, the "actual gear ratio" is divided at any time using the turbine rotation speed Nt (= transmission input rotation speed) from the turbine rotation sensor 13 and the transmission output shaft rotation speed No. from the output shaft rotation sensor 14. Ask by.

In step S7, following the determination that the first shift target gear ratio in S6 has been reached, an intermediate pressure command is output to the first friction element that shifts to the engaged state in the first shift, and the process proceeds to return.

In step S8, it is determined that there is a request for the second shift in S5, that the intermediate pressure command is not output in S9, or that a predetermined time has elapsed from the intermediate pressure command output in S10. Subsequently, the output of the precharge pressure command to the second friction element that shifts from the released state to the fastened state in the second shift is prohibited, and the process proceeds to step S9. Here, the "second friction element" is, for example, when the second shift is a downshift from the third speed to the second speed, the third speed is in the released state at the third speed and is fastened at the second speed. It refers to the clutch K3.

In step S9, following the prohibition of the output of the precharge pressure command for the second friction element in S8, it is determined whether or not the intermediate pressure command is output to the first friction element that shifts to the engaged state in the first shift. If YES (the intermediate pressure command is output), the process proceeds to step S10, and if NO (the intermediate pressure command is not output), the process returns to step S8. The output of the intermediate pressure command to the first friction element is the timing when the actual gear ratio reaches the first shift target gear ratio.

In step S10, following the determination that the intermediate pressure command has been output in S9, it is determined whether or not a predetermined time Tw or a predetermined time Tw'has elapsed since the output of the intermediate pressure command to the first friction element was started. To do. If YES (predetermined time Tw, Tw'has elapsed), the process proceeds to step S11, and if NO (predetermined time Tw, Tw'has not elapsed), the process returns to step S8. Here, the "predetermined time Tw" refers to the waiting time required for the pressure of the release element that shifts to the released state in the first shift to be released, and the "predetermined time Tw'" refers to the intermediate pressure command to the first friction element. After starting the output, it means the waiting time required for the increase in the oil pressure of the first friction element to converge and reach a stable oil pressure state. The predetermined time may be any of the predetermined time Tw and the predetermined time Tw', but in the first embodiment, the predetermined time Tw that can start the second shift earlier than the case where the predetermined time Tw is set. 'Is adopted.

In step S11, following the determination that a predetermined time Tw, Tw'has passed since the output of the intermediate pressure command to the first friction element in S10 was started, the second shift shifts from the released state to the fastened state. The output of the precharge pressure command to the second friction element is permitted, and the process proceeds to step S12.

In step S12, following the permission to output the precharge pressure command to the second friction element in S11 or the determination that the intermediate pressure command is not output in S13, the precharge pressure command to the second friction element is issued. The shift control of the second shift, which shifts to the output, the output of the fastening pressure increase command, and the output of the intermediate pressure command, is executed, and the process proceeds to step S13.

In step S13, following the execution of the shift control of the second shift in S12, it is determined whether or not an intermediate pressure command is output to the second friction element. If YES (the intermediate pressure command is output), the process proceeds to return, and if NO (the intermediate pressure command is not output), the process returns to step S12.

In the flowchart of FIG. 8, an example of the first shift and the second shift is shown as the multiple shift, but the case where the shifts further overlap in the order of the first shift → the second shift → the third shift… is also regarded as the multiple shift. handle. In this case, after the transition from the first shift to the second shift, the output of the precharge pressure command at the third shift (rear shift) is prohibited during the output of the fastening pressure increase command at the second shift (front shift). ..

Next, "background technology and problem-solving measures" will be described. Then, the operation of the first embodiment will be described separately for "shift control processing action" and "shift control action".

[Background technology and problem solving measures]
As a shift control technique for arbitrating the shift progress of the first shift and the second shift in multiple shifts, the technique disclosed in Japanese Patent Application Laid-Open No. 2007-170638 is known. In this background technique, for the purpose of prompt execution of shift control, the first shift and the second shift are controlled to overlap by starting the second shift before the end of the first shift.

Therefore, in the background technology, the increase in the fastening oil pressure to the first friction element to be fastened in the first shift and the supply of the precharge pressure to the second friction element to be fastened in the second shift overlap and overlap. A large amount of oil will be consumed in the area. Therefore, while the required oil amount increases, the line pressure decreases due to the insufficient actual oil amount. When the line pressure drops, the lockup clutch and friction elements that are hydraulically controlled using the line pressure as the original pressure may deviate from the desired engagement state, and the vehicle behavior may become unstable. ..

For example, when performing lock-up control that executes clutch differential pressure control that maintains the slip-engaged state of the lock-up clutch during traveling, when the line pressure drops, the lock-up clutch cannot maintain the slip-engaged state and engages. This fastening changes the behavior of the vehicle and makes it unstable. That is, when the line pressure decreases and the slip engagement state exceeds the target value of the minute slip value and the slip deviation increases, clutch differential pressure control is performed to converge the increase of the slip deviation. Therefore, the lockup clutch is momentarily in the lockup completely engaged state, and the front and rear G of the vehicle fluctuates.

For example, with the aim of improving fuel efficiency, an intermediate pressure command equivalent to the element input torque that can suppress clutch slippage is output to the clutch solenoid during in-gear that maintains the engaged state of the friction element. Then, the target line pressure characteristic in the line pressure control is set to a lower pressure side than the target line pressure characteristic when the maximum pressure command is output to the clutch solenoid during in-gear. When the line pressure and the friction element fastening pressure in the in-gear are limited in this way, if the line pressure drops due to insufficient oil amount, the friction element fastening pressure drops in response to this, and slips on the friction element in the fastened state. May occur. If the friction element in the fastened state slips, the shifting quality deteriorates, and the gear ratio due to the gear train suddenly fluctuates, or the progress of shifting is delayed, giving the driver a sense of discomfort in shifting.

As a result of verifying the solution to the above problem, the present inventor
(A) The cause of the insufficient amount of oil is that the increase in the fastening oil pressure to the first friction element fastened in the first shift and the supply of the precharge pressure to the second friction element fastened in the second shift overlap. is there.
(B) Even when the line pressure and the friction element fastening pressure in the in-gear are set low with the aim of improving fuel efficiency, the fastening oil to the first friction element rises and the precharge pressure is supplied to the second friction element. It was confirmed that the decrease in oil pressure due to insufficient amount of oil can be suppressed by separating the overlap of the oil.
I focused on that point.

Based on the above points of interest, the present disclosure provides shift control for switching a plurality of gear stages by changing the fastening state of a plurality of friction elements B1, B2, B3, K1, K2, K3 that are fastened using the line pressure PL as the original pressure. The transmission control unit 10 is provided. In the control device of the automatic transmission 3, the transmission control unit 10 determines the multiple shift request for starting the second shift during the shift of the first shift, and determines the shift progress status of the first shift and the second shift. It has a shift control unit 101 that mediates. The shift control unit 101 raises the fastening hydraulic pressure supplied to the first friction element that shifts from the released state to the engaged state in the first shift, and moves to the second friction element that shifts from the released state to the engaged state in the second shift. A solution was adopted in which arbitration control was performed so that the supply of precharge pressure did not overlap.

That is, if the multiple shift request for starting the second shift is determined during the shift of the first shift, the shift progress status of the first shift and the second shift is arbitrated. In this arbitration control, an increase in the fastening hydraulic pressure supplied to the first friction element that shifts from the released state to the fastening state in the first shift and a prescription to the second friction element that shifts from the released state to the fastening state in the second shift. Control is performed so that the supply of charge pressure does not overlap. That is, at the time of multiple shifts in which the second shift is started during the shift of the first shift, it is necessary to supply the required oil amount due to the increase in the fastening oil supply to the first friction element and the precharge pressure to the second friction element. It is not necessary to secure the amount of oil added by the amount of oil, and the shortage of oil amount is solved.

As a result, when multiple shifts for starting the second shift are executed during the shift of the first shift, it is possible to prevent the vehicle behavior from becoming unstable by suppressing the occurrence of fluctuations in the line pressure PL. Become. In particular, when the lock-up control is performed to execute the clutch differential pressure control for maintaining the slip-engaged state of the lock-up clutch 2a during driving, the vehicle behavior becomes unstable due to the engagement of the lock-up clutch 2a, and the vehicle operates. It is prevented from giving a feeling of strangeness to a person.

Further, when the target line pressure characteristic PLc is set to the lower pressure side than the target line pressure characteristic PLc'and the intermediate pressure command Plimit is output to the clutch solenoid 20 during in-gear (FIGS. 6 and 7), the fuel efficiency performance is improved. While improving, the decrease in line pressure PL due to insufficient oil amount is suppressed. Then, as the line pressure PL decreases, the decrease in the friction element fastening pressure that maintains the friction element fastening state is also suppressed, and the shift quality deteriorates due to the slippage of the friction element in the fastening state, and the driver shifts gears. It is prevented from giving a feeling of strangeness.

[Shift control processing action (FIG. 8)]
First, the shift control processing action will be described with reference to the flowchart of FIG. When there is a request for the first shift (pre-shift), the process proceeds from S1 to S2 to S3, and it is determined in S3 that a predetermined time has not passed since the output of the precharge pressure command to the first friction element was started. During that time, the flow from S2 to S3 is repeated. In S2, a precharge pressure command is output to the first friction element that shifts from the released state to the engaged state in the first shift.

When it is determined that a predetermined time has elapsed from the start of the output of the precharge pressure command to the first friction element, the process proceeds from S3 to S4 → S5. In S4, a fastening pressure increase command is output following the output of the precharge pressure command to the first friction element. In S5, it is determined whether or not there is a request for the second shift (rear shift). Then, when it is determined that there is no request for the second shift, the process proceeds from S5 to S6, and in S6, it is determined whether or not the actual gear ratio has reached the first shift target gear ratio. While the actual gear ratio has not reached the first shift target gear ratio, the flow of proceeding from S4 to S5 to S6 is repeated.

If it is determined in S6 that the actual gear ratio has reached the first shift target gear ratio while the determination that the second shift (rear shift) is not required is maintained in S5, the process proceeds from S6 to S7 → return. .. In S7, an intermediate pressure command is output to the first friction element that shifts to the engaged state in the first shift. That is, in the single shift control of only the first shift, when the request for the first shift (upshift request or downshift request to the adjacent shift stage) is determined, the engagement control side of the engagement / release replacement control , The output of the precharge pressure command → the output of the fastening pressure increase command → the output of the intermediate pressure command is executed, and the shift control is executed (see FIG. 7).

On the other hand, while the flow of proceeding from S4 to S5 to S6 is repeated, if it is determined in S5 that there is a request for a second shift (rear shift), the process proceeds from S5 to S8 to S9. Then, while it is determined in S9 that the intermediate pressure command is not output to the first friction element that shifts to the engaged state in the first shift, the flow from S8 to S9 is repeated. In S8, the output of the precharge pressure command to the second friction element that shifts from the released state to the engaged state in the second shift is prohibited.

Subsequently, when it is determined in S9 that an intermediate pressure command is output to the first friction element that shifts to the engaged state in the first shift, the process proceeds from S9 to S10, and in S10, the intermediate pressure command is output to the first friction element. It is determined whether or not a predetermined time Tw has elapsed since the start of. While it is determined in S10 that the predetermined time Tw has not elapsed, the flow of proceeding from S8 to S9 to S10 is repeated, and in S8, with respect to the second friction element that shifts from the released state to the fastened state in the second shift. The output of the precharge pressure command is prohibited.

Then, when it is determined that a predetermined time Tw has elapsed since the output of the intermediate pressure command to the first friction element was started in S10, the process proceeds from S10 to S11 → S12 → S13. In S11, the output of the precharge pressure command to the second friction element that shifts from the released state to the engaged state in the second shift is permitted. In S12, the shift control (fastening control of the second friction element) of the second shift, which shifts from the precharge pressure command output to the second friction element → the fastening pressure increase command output → the intermediate pressure command output, is executed. In S13, it is determined whether or not an intermediate pressure command is output to the second friction element. While it is determined in S13 that the intermediate pressure command is not output, the flow from S12 to S13 is repeated. After that, when it is determined that the intermediate pressure command is output in S13, the process proceeds from S13 to return, and the current multiple shift control is terminated.

[Shift control action (FIGS. 9 and 10)]
FIG. 9 shows the first friction element and the second shift (3rd gear) that are fastened at the 1st shift (4th gear → 3rd gear) in the multiple shift scene from 4th gear to 3rd gear to 2nd gear. → The fastening pressure command characteristic 1 to the second friction element to be fastened in the second speed stage) is shown. Hereinafter, the multiple shift control action from the 4th speed stage to the 3rd speed stage to the 2nd speed stage will be described with reference to FIG.

For example, when the operating point (VSP, APO) crosses the 4-3 downshift line on the shift map due to a slow accelerator depression operation, the first shift request (4th gear → 3rd gear request) is output at time t1. Will be done. Immediately after the first shift request is made at time t1, the output of the precharge pressure command to the second clutch K2 is started, and the precharge pressure command output is continued until time t2. At time t2, the output of the fastening pressure increase command is started following the precharge pressure command, and the output of the fastening pressure increase command is continued until time t5.

Here, the 4-3 inertia phase in which the gear ratio changes from the 4th gear ratio to the 3rd gear ratio is started at a time t3 after the start time t2 of the engagement pressure increase command output. Further, it is assumed that the operating point (VSP, APO) crosses the 3-2 downshift line of the shift map at time t4 after the time t3, so that there is a second shift request (3rd gear → 2nd gear request). .. In this case, according to the normal shift control, the output of the precharge pressure command to the third clutch K3 is started at time t4. However, while the engagement pressure increase command is output in the first shift, the output of the precharge pressure command is prohibited for the third clutch K3.

When the actual gear ratio reaches the third gear ratio, which is the first shift target gear ratio, at time t5, an intermediate pressure command is output to the second clutch K2. Then, when the time t6 elapses from the output time t5 of the intermediate pressure command to the completion of the reduction of the K1 release pressure command of the first clutch K1 released by the downshift from the 4th speed stage to the 3rd speed stage, the predetermined time Tw is reached. , The output of the precharge pressure command is permitted for the third clutch K3. That is, the output of the precharge pressure command to the third clutch K3 is delayed from time t4 to time t6 (= delay time Td), and the output section of the engagement pressure increase command in the first shift and the precharge pressure command in the second shift It is arbitrated so that it does not overlap with the output section.

After the output of the precharge pressure command to the third clutch K3 is started at time t6, the output of the engagement pressure increase command is started following the precharge pressure command at time t7. Then, at time t8 after the start time t7 of the engagement pressure increase command output, the 3-2 inertia phase in which the gear ratio changes from the 3rd gear ratio to the 2nd gear ratio is started, and further, the time t9 is reached. When the actual gear ratio reaches the second gear ratio, which is the second shift target gear ratio, an intermediate pressure command is output to the third clutch K3. By the above shift control action, multiple shifts from 4th gear to 3rd gear to 2nd gear are completed.

FIG. 10 shows the first friction element and the second shift (3rd gear) that are fastened in the 1st shift (4th gear → 3rd gear) in the multiple shift scene from 4th gear to 3rd gear to 2nd gear. → The fastening pressure command characteristic 2 to the second friction element to be fastened in the 2nd speed stage) is shown. Hereinafter, the multiple shift control action from the 4th speed stage to the 3rd speed stage to the 2nd speed stage will be described with reference to FIG.

The fastening pressure command characteristic 1 of FIG. 9 and the fastening pressure command characteristic 2 of FIG. 10 allow the output of the precharge pressure command to the third clutch K3 after a predetermined time delayed by the delay time from the time t4 in the normal shift control. The idea is the same. However, in the case of the fastening pressure command characteristic 2 in FIG. 10, from the output time t5 of the intermediate pressure command until the actual pressure of the second clutch K2 engaged by the downshift from the 4th speed stage to the 3rd speed stage has a sufficient fastening capacity. When the time t6'after the predetermined time Tw' elapses, the output of the precharge pressure command is permitted to the third clutch K3. Therefore, the delay time Td'that delays the output of the precharge pressure command to the third clutch K3 is from time t4 to time t6', which is shorter than the delay time Td in the fastening pressure command characteristic 1 of FIG. 9 (Td). '<Td).

That is, in the case of the fastening pressure command characteristic 1 of FIG. 9, the timing for permitting the output of the precharge pressure command to the third clutch K3 is set at the timing after the pressure on the release side is released. On the other hand, in the case of the fastening pressure command characteristic 2 of FIG. 10, when the output of the precharge pressure command to the third clutch K3 is permitted, the increase in the actual pressure converges and the fastening side provides a sufficient pressure (fastening capacity). It will be permitted at the timing of having it. Therefore, the fastening pressure command characteristic 2 of FIG. 10 can allow the output of the precharge pressure command to the third clutch K3 at an earlier timing, and the problem of oil pressure fluctuation does not occur.

As described above, in the shift control process, the precharge pressure is supplied to the second friction element (third clutch K3) while the oil supply to the first friction element (second clutch K2) is increasing. Prohibition is prohibited, and when the rise in the oil pressure supplied to the first friction element converges, the supply of the precharge pressure to the second friction element is permitted (S5 to S11 in FIG. 8).

That is, while the oil supply to the first friction element is increasing, the amount of oil used in the first friction element increases, but when the increase in oil pressure converges, the amount of oil used in the first friction element increases. There is no rise. Therefore, at the time of multiple shifts in which the second shift is started during the shift of the first shift, the timing of permitting the supply of the precharge pressure to the second friction element by monitoring the oil pressure supplied to the first friction element. As a result, it is possible to obtain an appropriate timing at an early stage.

Further, in the shift control process, when the multiple shift request is determined, the actual gear ratio of the gear train 3a is monitored, and the actual gear ratio reaches the first shift target gear ratio during the first shift. 2 The output of the precharge pressure command to the friction element is prohibited, and when the actual gear ratio reaches the first shift target gear ratio, the output of the precharge pressure command to the second friction element is permitted.

That is, the change in the actual gear ratio represents the progress of the shift, and when the actual gear ratio reaches the first shift target gear ratio during the shift of the first shift, it can be considered that the increase in the oil pressure has entered the convergence region. Therefore, by monitoring the actual gear ratio of the gear train 3a at the time of multiple shifts in which the second shift is started during the shift of the first shift, the precharge pressure is supplied to the second friction element without the need for a hydraulic sensor. You can get the right timing to allow.

As described above, the control device of the automatic transmission 3 of the first embodiment has the effects listed below.

(1) A transmission control unit 10 for performing shift control for switching a plurality of gear stages by changing the fastening state of a plurality of friction elements B1, B2, B3, K1, K2, K3 to be fastened using the line pressure PL as the original pressure is provided. It is a control device of the automatic transmission 3 and
The transmission control unit 10 has a shift control unit 101 that arbitrates the shift progress status of the first shift and the second shift when determining a multiple shift request for starting the second shift during the shift of the first shift.
The shift control unit 101 raises the fastening hydraulic pressure supplied to the first friction element that shifts from the released state to the engaged state in the first shift, and moves to the second friction element that shifts from the released state to the engaged state in the second shift. Arbitration control is performed so that the supply of precharge pressure does not overlap.
Therefore, when multiple shifts for starting the second shift are executed during the shift of the first shift, it is possible to prevent the vehicle behavior from becoming unstable by suppressing the occurrence of fluctuations in the line pressure PL.

(2) A torque converter 2 having a lockup clutch 2a between the driving drive source (engine 1) and the stepped transmission mechanism (gear train 4a) is provided.
The transmission control unit 10 executes clutch differential pressure control for maintaining the slip-engaged state of the lockup clutch 2a during traveling regardless of the gear stage or shift of the stepped transmission mechanism (gear train 4a). Has.
Therefore, when the lockup control is performed to execute the clutch differential pressure control for maintaining the slip-engaged state of the lockup clutch 2a during driving, the vehicle behavior becomes unstable due to the engagement of the lockup clutch 2a, and the driver It is possible to prevent giving a feeling of strangeness to the clutch.

(3) The shift control unit 101 prohibits the supply of the precharge pressure to the second friction element while the oil pressure supplied to the first friction element is rising, and the shift control unit 101 prohibits the supply of the precharge pressure to the first friction element. When the rise converges, it allows the supply of precharge pressure to the second friction element.
Therefore, the supply of the precharge pressure to the second friction element is permitted by monitoring the oil pressure supplied to the first friction element at the time of multiple shifts in which the second shift is started during the first shift. As the timing, it is possible to acquire an appropriate timing at an early stage.

(4) The shift control unit 101 monitors the actual gear ratio of the stepped transmission mechanism (gear train 3a) when the multiple shift request is determined.
Until the actual gear ratio reaches the first shift target gear ratio during the first shift, the output of the precharge pressure command to the second friction element is prohibited.
When the actual gear ratio reaches the first shift target gear ratio, the output of the precharge pressure command to the second friction element is permitted.
Therefore, by monitoring the actual gear ratio of the gear train 3a at the time of multiple shifts in which the second shift is started during the shift of the first shift, the precharge pressure to the second friction element can be applied without the need for a hydraulic sensor. You can get the right timing to allow the supply.

(5) The shift control unit 101 outputs an intermediate pressure command Plimit corresponding to the element input torque capable of suppressing clutch slippage to the clutch solenoid 20 during the in-gear that maintains the engaged state of the friction element.
The transmission control unit 10 outputs the target line pressure characteristic PLc with respect to the magnitude of the input torque to the stepped transmission mechanism (gear train 3a), and the target line pressure characteristic PLc'when the maximum pressure command is output to the clutch solenoid during in-gear. It has a line pressure control unit 100 set to a lower pressure side than the lower pressure side.
For this reason, it is possible to improve fuel efficiency by limiting the line pressure and the fastening pressure during in-gear, and prevent the shift quality from deteriorating due to the occurrence of slippage of the friction element in the fastened state, which gives the driver a feeling of shifting discomfort. it can. That is, in the case of multiple shifts in which the second shift is started during the shift of the first shift, even if the line pressure PL and the friction element fastening pressure are set aiming at the lower limit range, the oil pressure drops due to a temporary increase in the amount of oil. Is suppressed.

The control device for the automatic transmission of the present invention has been described above based on the first embodiment. However, the specific configuration is not limited to the first embodiment, and design changes and additions are permitted as long as the gist of the invention according to each claim is not deviated from the claims.

In the first embodiment, the shift control unit 101 prohibits the supply of the precharge pressure to the second friction element while the oil pressure supplied to the first friction element is rising, and supplies the precharge pressure to the first friction element. An example is shown in which the supply of the precharge pressure to the second friction element is permitted when the increase in the hydraulic pressure converges. However, when the shift control unit receives a precharge pressure supply command to the second friction element while the oil pressure supplied to the first friction element is rising, it outputs a precharge pressure supply command. During this period, arbitration control may be performed to prohibit an increase in the oil pressure supplied to the first friction element. In this case, the shift response in multiple shifts can be made higher than in the case of waiting for the supply of the precharge pressure until the rise in the oil pressure supplied to the first friction element converges.

In the first embodiment, the transmission control unit 10 outputs an intermediate pressure command corresponding to the element input torque capable of suppressing clutch slippage to the clutch solenoid 20 during the in-gear that maintains the engaged state in the fastening pressure control of the friction element. An example having a control unit 101 is shown. However, the transmission control unit can also be applied to an example having a shift control unit that outputs a maximum pressure command to the clutch solenoid during in-gear that maintains the engaged state in the fastening pressure control of the friction element.

In the first embodiment, as an automatic transmission, an example of an automatic transmission 3 that achieves forward 9th speed and backward 1st speed by fastening three friction elements is shown. However, as an automatic transmission, it may be an example of achieving a plurality of forward stages and reverse stages by fastening two friction elements, or as an example of achieving a plurality of forward stages and reverse stages by fastening four friction elements. Is also good. Further, the automatic transmission may be an example of an automatic transmission having a stepped gear stage other than the forward 9th speed and the reverse 1st speed, or with an auxiliary transmission that combines a belt type continuously variable transmission and a multi-speed transmission. It may be a continuously variable transmission.

In the first embodiment, an example of the control device of the automatic transmission 3 mounted on the engine vehicle is shown. However, it can be applied not only to an engine vehicle but also as a control device for an automatic transmission of a hybrid vehicle, an electric vehicle, or the like.

1 Engine (driving drive source)
2 Torque converter 2a Lock-up clutch 3 Automatic transmission 3a Gear train (stepped transmission mechanism)
4 Propeller shaft 5 Drive wheel 6 Control valve unit 10 Transmission control unit 20 Clutch solenoid 21 Line pressure solenoid 23 Lockup solenoid 64 Line pressure control valve 100 Line pressure control unit 101 Shift control unit 102 Lockup control unit
B1, B2, B3, K1, K2, K3 Friction element

Claims (5)

An automatic transmission control device including a transmission control unit that performs shift control for switching a plurality of gear stages by changing the fastening state of a plurality of friction elements that are fastened using the line pressure as the original pressure.
The transmission control unit has a shift control unit that arbitrates the shift progress status of the first shift and the second shift when determining a multiple shift request for starting the second shift during the shift of the first shift.
The shift control unit increases the fastening hydraulic pressure supplied to the first friction element that shifts from the released state to the fastened state in the first shift, and the second friction element that shifts from the released state to the fastened state in the second shift. An automatic transmission control device characterized by performing arbitration control that does not overlap with the supply of precharge pressure to. In the control device for the automatic transmission according to claim 1,
It is equipped with a torque converter that has a lockup clutch between the driving drive source for driving and the stepped transmission mechanism.
The transmission control unit has a lock-up control unit that executes clutch differential pressure control for maintaining the slip-engaged state of the lock-up clutch during traveling regardless of the gear stage or the shift of the stepped transmission mechanism. A characteristic automatic transmission control device. In the control device for the automatic transmission according to claim 1 or 2.
The shift control unit prohibits the supply of the precharge pressure to the second friction element while the oil pressure supplied to the first friction element is rising, and the pressure shift control unit prohibits the supply of the precharge pressure to the first friction element. A control device for an automatic transmission, characterized in that when the rise converges, the supply of precharge pressure to the second friction element is permitted. In the control device for the automatic transmission according to claim 3,
When the multiple shift request is determined, the shift control unit monitors the actual gear ratio of the stepped shift mechanism.
During the first shift, the output of the precharge pressure command to the second friction element is prohibited until the actual gear ratio reaches the first shift target gear ratio.
A control device for an automatic transmission, characterized in that when the actual gear ratio reaches the first shift target gear ratio, the output of a precharge pressure command to the second friction element is permitted. In the control device for the automatic transmission according to any one of claims 1 to 4.
The shift control unit outputs an intermediate pressure command corresponding to the element input torque capable of suppressing clutch slippage to the clutch solenoid during the in-gear that maintains the engaged state of the friction element.
The transmission control unit sets the target line pressure characteristic with respect to the magnitude of the input torque to the stepped transmission mechanism to a lower pressure side than the target line pressure characteristic when the maximum pressure command is output to the clutch solenoid during the in-gear. A control device for an automatic transmission, characterized by having a line pressure control unit.

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