JP3291970B2 - Control device for automatic transmission - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a device for controlling a shift of an automatic transmission for a vehicle, and more particularly, to a friction device in which an engagement pressure is regulated at different pressure regulation levels when engaged and disengaged. The present invention relates to a control device including an engagement device and a pressure adjustment mechanism for adjusting the pressure.

[0002]

2. Description of the Related Art As is well known, a shift in an automatic transmission for a vehicle is performed by changing a power transmission path by engaging or disengaging a predetermined friction engagement device. In the case of the gear shift, if the change in rotation occurs suddenly, the shift shock deteriorates. Therefore, the engagement pressure of the friction engagement device is adjusted so that the change in rotation occurs smoothly.

[0003] The pressure regulation of the engagement force of the friction engagement device during gear shifting is as follows.
Conventionally, it was generally performed by an accumulator,
Since the occupied volume of the accumulator is large, it has been conventionally attempted to abolish the accumulator and reduce the size. For example, in the invention according to Japanese Patent Application No. Hei.
The engagement pressure of the third brake that is engaged in the second speed is adjusted by a control valve, and the adjusted pressure level is changed by a linear solenoid valve.

[0004]

A frictional engagement device such as a clutch or a brake in an automatic transmission is responsible for driving torque and reaction torque. The torque applied to these frictional engagement devices depends on the speed and speed change pattern. Depends on For example, in the invention according to the above-mentioned application, the second speed is set to the third speed.
The third speed is set by engaging the brake and a predetermined clutch, and the third speed is set by engaging the second brake and another one-way clutch instead of the third brake. Therefore, when upshifting from the first gear to the second gear,
If the third brake is responsible for the reaction torque and the upshift from the second speed to the third speed is performed, the third brake and the second brake will transiently receive the torque. The engagement pressure required for the third brake is different between the engagement when upshifting to the second speed and the disengagement when upshifting to the third speed.

Therefore, if the engagement pressure of the third brake is directly controlled by the control valve as described above, if the pressure adjustment level of the control valve is different between the time of engagement and the time of release, Therefore, the control gain is changed. Therefore, for example, when the upshift from the second speed to the third speed is determined during the upshift from the first speed to the second speed, if the latter upshift to the third speed is immediately executed, the control valve The control gain changes during the upshift from the first speed to the second speed, and as a result, the engagement pressure of the third brake temporarily becomes excessively large or, on the contrary, becomes too small, thereby causing a shock. Inconveniences that adversely affect the ride comfort, such as generation of the engine or the engine blowing up, occur.

SUMMARY OF THE INVENTION The present invention has been made in view of the above circumstances, and has been described in connection with an abnormality in engagement pressure in the case where a shift in which the pressure adjustment level or characteristics of the friction engagement device involved in the shift changes continuously occurs. It is an object of the present invention to provide a control device capable of preventing a shock caused by the control.

[0007]

SUMMARY OF THE INVENTION In order to achieve the above object, the present invention, as shown in FIG. 1, is provided with a hydraulic pressure supplied at a predetermined speed and engaged, and an exhaust pressure at another speed. a frictional engagement device 1 is in the released, the engagement of the frictional engagement device 1
And during the oil pressure regulated pressure during release, and the automatic transmission 3 that includes a frictional engagement device 1 engagement during the disengagement of a different pressure regulating level one key pressure Ru is set to mechanism 2 In the control device, a multiplex shift that determines that a state in which a second shift for setting the other shift speed should be performed during the first shift for setting one of the shift speeds has occurred. Judgment means 4, shift end judgment means 5 for judging the end of the first shift, and, after the shift end judgment means 5 judges the end of the first shift, judgment is made by the multiple shift judgment means 4. Shift instructing means 6 for instructing execution of the second shift.

[0008]

The automatic transmission 3 to which the control device of the present invention is applied
Is configured to engage the friction engagement device 1 at a predetermined gear and release the friction engagement device 1 at another gear. The engagement pressure at the time of engagement and at the time of release of the friction engagement device 1 is adjusted by the one pressure adjustment mechanism 2 at different pressure adjustment levels.

[0009] If a shift to another shift speed occurs after the shift output for setting one of the above shift speeds, this is determined by the multiple shift determining means 4.
Judge. However, at this time, the shift instruction means 6 does not immediately output the shift instruction of the second shift determined later. That is, when the first shift further proceeds and the shift end determining means 5 determines the end of the shift, the shift instructing means 6 instructs the second shift.

Therefore, the pressure adjustment level by the pressure adjustment mechanism 2 is maintained at a characteristic suitable for the first shift until the first shift is completed, and after the shift is completed, the characteristic becomes suitable for the second shift. Be changed. As a result, the friction engagement device 1
During the engagement or release of the clutch, the pressure regulation characteristic of the engagement pressure does not change, so that the engagement pressure of the friction engagement device 1 temporarily becomes excessively large or small, and the shock or engine The occurrence of blow-up is prevented.

[0011]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS The present invention will be described below with reference to an embodiment shown in the drawings. FIG. 2 is an overall control system diagram, in which an engine E to which an automatic transmission A is connected has its intake line 12
A main throttle valve 13 and a sub-throttle valve 14 located upstream thereof. The main throttle valve 13 is connected to an accelerator pedal 15 and opens and closes according to the amount of depression of the accelerator pedal 15. The sub throttle valve 14 is provided with a motor 16
It is opened and closed by.

An engine electronic control unit (E-ECU) 17 for controlling a motor 16 for adjusting the opening of the sub-throttle valve 14 and for controlling a fuel injection amount and an ignition timing of the engine E is provided. Is provided.
The electronic control unit 17 includes a central processing unit (CPU)
The electronic control unit 17 includes, as control data, an engine (E / G) rotation speed N, an intake air amount Q, and a storage device (RAM, ROM) and an input / output interface. Various signals such as an intake air temperature, a throttle opening, a vehicle speed, an engine water temperature, and a signal from a brake switch are input.

In the automatic transmission A, the hydraulic control device 18 controls the speed change and the lock-up clutch, the line pressure, or the engagement pressure of a predetermined friction engagement device. The hydraulic control device 18 is configured to be electrically controlled, has first to third shift solenoid valves S1,..., S3 for performing a shift, and has a first for controlling an engine brake state. 4 solenoid valve S4, linear solenoid valve SLT for controlling line pressure, linear solenoid valve SLN for controlling accumulator back pressure, linear for controlling engagement pressure of a lock-up clutch or a predetermined friction engagement device. A solenoid valve SLU is provided.

An electronic control unit (T-ECU) 19 for an automatic transmission for outputting a signal to these solenoid valves to control a shift, a line pressure or an accumulator back pressure.
Is provided. This electronic control unit for automatic transmission 19
Is a central processing unit (CPU) and a storage device (RA
M, ROM) and an input / output interface, and this electronic control unit 19 shows throttle opening, vehicle speed, engine water temperature, signals from a brake switch, and shift position as data for control. Signal, signal from the pattern select switch, signal from the overdrive switch, clutch C
A signal from a C0 sensor for detecting a rotation speed of 0, an oil temperature of an automatic transmission, a signal from a manual shift switch, and the like are input.

The electronic control unit 19 for the automatic transmission and the electronic control unit 17 for the engine are connected to each other so as to be able to perform data communication, and the electronic control unit 17 for the engine is connected to the electronic control unit 19 for the automatic transmission. Signals such as the amount of intake air per revolution (Q / N) are transmitted to the electronic control unit 19 for the automatic transmission and the electronic control unit 17 for the engine. And a signal instructing a gear position are transmitted.

That is, the electronic control unit 19 for the automatic transmission.
Is based on input data and a map stored in advance, and indicates ON / OF of a gear position and a lock-up clutch.
F, or the pressure regulation level of the line pressure or the engagement pressure is determined, and an instruction signal is output to a predetermined solenoid valve based on the result of the determination, and further, a failure determination and control based on the failure are performed. . The engine electronic control unit 17 controls the fuel injection amount, the ignition timing, the opening of the sub-throttle valve 14 and the like based on the input data, and also controls the fuel injection amount at the time of shifting in the automatic transmission A. The output torque is temporarily reduced by reducing the ignition timing, changing the ignition timing, or reducing the opening of the sub-throttle valve 14.

FIG. 3 is a diagram showing an example of the gear train of the above-mentioned automatic transmission A. In the configuration shown here, five forward speeds and one reverse speed are set. That is, the automatic transmission A shown here is
, A sub transmission unit 21 and a main transmission unit 22. The torque converter 20 includes a lock-up clutch 23
The lock-up clutch 23 has a front cover 25 integrated with the pump impeller 24.
(Hub) 2 integrally mounted with the turbine runner 26
7 is provided. An engine crankshaft (each not shown) is connected to a front cover 25 and an input shaft 28 to which a turbine runner 26 is connected.
Is connected to the carrier 30 of the overdrive planetary gear mechanism 29 that constitutes the subtransmission portion 21.

The carrier 3 in this planetary gear mechanism 29
A multi-plate clutch C0 and a one-way clutch F0 are provided between the first gear 0 and the sun gear 31. The one-way clutch F0 is engaged when the sun gear 31 rotates forward relative to the carrier 30 (rotation in the rotation direction of the input shaft 28). A multi-disc brake B0 for selectively stopping the rotation of the sun gear 31 is provided.
The ring gear 3 which is an output element of the subtransmission portion 21
2 is connected to an intermediate shaft 33 which is an input element of the main transmission unit 22.

Therefore, in the auxiliary transmission portion 21, the entire planetary gear mechanism 29 rotates integrally when the multi-plate clutch C0 or the one-way clutch F0 is engaged, so that the intermediate shaft 33 has the same speed as the input shaft 28. At low speed. When the brake B0 is engaged and the rotation of the sun gear 31 is stopped, the speed of the ring gear 32 is increased with respect to the input shaft 28 and the ring gear 32 is rotated forward, so that a high gear is established.

On the other hand, the main transmission section 22 includes three sets of planetary gear mechanisms 40, 50, and 60, and their rotating elements are connected as follows. That is, the sun gear 41 of the first planetary gear mechanism 40 and the sun gear 51 of the second planetary gear mechanism 50 are integrally connected to each other, and the ring gear 43 of the first planetary gear mechanism 40 and the carrier 52 of the second planetary gear mechanism 50 are connected to each other. The three members of the third planetary gear mechanism 60 and the carrier 62 are connected, and the output shaft 65 is connected to the carrier 62. Further, the ring gear 53 of the second planetary gear mechanism 50 is connected to the sun gear 61 of the third planetary gear mechanism 60.

In the gear train of the main transmission section 22, a reverse gear and four forward gears can be set, and clutches and brakes for this are provided as follows. First, the clutch will be described. The ring gear 53 of the second planetary gear mechanism 50 and the third gear
A first clutch C1 is provided between the sun gear 61 of the planetary gear mechanism 60 and the intermediate shaft 33, and the sun gear 41 of the first planetary gear mechanism 40 and the sun gear 51 of the second planetary gear mechanism 50 and the intermediate shaft are connected to each other. A second clutch C2 is provided between the clutch 33 and the second clutch C2.

Next, the brake will be described. The first brake B1 is a band brake, and the sun gears 41 and 5 of the first planetary gear mechanism 40 and the second planetary gear mechanism 50.
1 is arranged to stop rotation. A first one-way clutch F1 and a second brake B2, which is a multi-plate brake, are arranged in series between the sun gears 41 and 51 (that is, the common sun gear shaft) and the casing 66. One-way clutch F1 has sun gears 41 and 5
1 is engaged when it is about to rotate in the reverse direction (rotation in the direction opposite to the rotation direction of the input shaft 28).

A third brake B 3, which is a multi-plate brake, is provided between the carrier 42 of the first planetary gear mechanism 40 and the casing 66. As a brake for stopping the rotation of the ring gear 63 of the third planetary gear mechanism 60, a fourth brake B4, which is a multi-plate brake, and a second one-way clutch F2.
Are arranged in parallel with the casing 66. The second one-way clutch F2 is adapted to be engaged when the ring gear 63 is about to rotate in the reverse direction.

In the above-mentioned automatic transmission A, five forward speeds and one reverse speed can be set by engaging and disengaging the clutches and brakes as shown in the operation chart of FIG. In FIG. 4, the mark ○ indicates the engaged state, the mark 時 に indicates the engaged state during engine braking, the mark △ indicates either engaged or released, and the blank indicates the released state.

As shown in FIG. 4, in the second forward speed in the automatic transmission A, the first clutch C1 is engaged to input the driving force to the main transmission portion 22, and the third brake B3
Is set. The third speed is set by engaging the first one-way clutch F1 in conjunction with engaging the second brake B2 instead of the third brake B3. A B-3 control valve 70 is provided as a mechanism for adjusting the engagement pressure of the third brake B3 controlled in this manner.

As shown schematically in FIG. 5, the B-3 control valve 70 is a valve whose pressure adjustment level changes in accordance with the signal pressure output from the linear solenoid valve SLU. Output port 74 of 2-3 shift valve 73 via solenoid relay valve 72
It is connected to the. This 2-3 shift valve 73 is
The output port 74 is configured to communicate with the input port 75 in the second speed, the neutral (N) range, and the reverse (R) range. Also, the input port 75
The output port 77 of the 1-2 shift valve 76 communicates with the output port 77. The 1-2 shift valve 76 has an input port 78 to which the D range pressure is supplied.
And the output port 77 are configured to communicate in the second to fifth speeds.

Therefore, when setting the second speed, 1
The D range pressure (line pressure) is supplied from the -2 shift valve 76 to the B-3 control valve 70 via the 2-3 shift valve 73 and the solenoid relay valve 72.
The hydraulic pressure adjusted by the control valve 70 is supplied to the third brake B3. When shifting from the second speed to another speed, for example, the third speed, the output port 74 of the 2-3 shift valve 73 communicates with the drain port 79 to allow the B-3 control valve 70 to communicate with the solenoid release valve. 72 and 2-3 shift valve 73
And the oil pressure in the drain is regulated by the B-3 control valve 70.

If the shift for setting the second speed is an upshift from the first speed, the shift proceeds by gradually increasing the engagement pressure of the third brake B3, in other words, the third brake B3. This upshift is controlled only by the engagement pressure of. On the other hand, the third brake B3
If the shift that releases the brake is an upshift to the third speed, the second brake B2 is engaged while the third brake B3 is released, so that the shift proceeds in accordance with the engagement pressure of these brakes B2 and B3. I do.

Therefore, the pressure adjustment level (characteristic) of the third brake B3 by the B-3 control valve 70 is determined by the upshift from the first speed to the second speed and the upshift from the second speed to the third speed. This is performed by changing the signal pressure by changing the duty ratio of the linear solenoid valve SLU or the like. If the pressure regulation level (characteristic) controlled in this way is changed during pressure regulation, that is, during control for engaging or releasing the third brake B3, the engagement pressure of the third brake B3 becomes transiently complicated. It may change and cause a shock or engine blow-up. This occurs, for example, during a so-called multiple shift in which another shift is determined during a shift,
The above control device controls this kind of multiple shift as follows.

FIG. 6 is a flowchart showing an example of a control routine in the case of a multiplex shift in which an upshift to the third or higher speed is determined during the upshift from the first speed to the second speed. First, it is determined whether or not an upshift from the first speed to the second speed is being performed (step 1). More specifically, it is determined whether or not the shift output of the shift to the second speed has already been performed. If the shift is not being performed, the process exits from this routine without performing any particular control. If the shift is being performed, it is determined whether or not the determination of the shift to the third speed or higher is established (step 2). Therefore, step 2 corresponds to the multiple shift determining means of the present invention.

In the determination in step 1, after the upshift to the second speed is determined based on, for example, the vehicle speed, the throttle opening, and the shift diagram, the pressure adjustment level of the B-3 control valve 70 is changed to the linear solenoid valve. The determination can be made based on the fact that control is performed based on the signal pressure of the SLU. The determination in step 2 can be made based on the vehicle speed, the throttle opening, and the shift diagram.

When an upshift to the third speed has been determined, that is, when the determination result in step 2 is "YES"
In this case, it is determined whether the upshift from the first speed to the second speed has been completed (step 3). this is,
For example, in the case of a power-on upshift, it is determined whether or not the input rotational speed NC0 is a rotational speed obtained by adding a predetermined rotational speed to a value obtained by multiplying the output rotational speed N0 by the speed ratio of the second speed. In the case of a power off / upshift, the determination can be made based on the elapsed time from the output of the shift signal to the second speed.

When the upshift from the first speed to the second speed is being performed and the result of the determination in step 3 is "NO", the process proceeds to step 4 and the control of the upshift to the second speed is continued. That is, the hydraulic pressure is adjusted by the B-3 control valve 70 and the linear solenoid valve SLU so that the hydraulic pressure is continuously supplied to the third brake B3 and the hydraulic pressure is suitable for the upshift to the second speed. Upshift to the third speed is prohibited as a reflective control of such control.

On the other hand, if the upshift to the second speed has been completed and the result of the determination in step 3 is "yes", the shift to the third speed or higher is determined in step 2. The shift is output (step 5). Therefore, this step 5 corresponds to the shift instructing means of the present invention, and when a so-called multiple shift to the third speed or higher is determined during the upshift from the first speed to the second speed, it will be performed later. The shift to the determined shift speed is delayed until the end of the shift to the second speed. As a result, the shift determined later is the second shift.
Shifting from high speed.

FIG. 7 is a time chart in the case of a multiple shift in which a shift to the third speed is determined after the shift output from the first speed to the second speed. That is, from first gear to second gear
When the throttle opening THR is decreased after the time point t0 when the shift output to the first speed is performed, the shift from the second speed to the third speed is determined at the time point t1. However, immediately after that, the shift output to the third speed is not performed, and when the shift to the second speed progresses and the third brake B3 stops engaging, that is, when the engine speed NE or the input speed is the second speed. At time t2 when the speed reaches the synchronous speed, a shift output from the second speed to the third speed is performed. Therefore, the shift to the third speed during the upshift to the second speed is delayed until the shift to the second speed is completed. In FIG. 7, reference numeral No denotes an output rotation speed.

Therefore, according to the above-described control, the engagement is completed while the engagement pressure of the third brake B3 is adjusted at a pressure adjustment level suitable for the upshift to the second speed. Is released, the pressure regulation level is not changed during the engagement control of the third brake B3. Therefore, the engagement pressure of the third brake B3 does not greatly deviate from the normal pressure and does not become excessively large, and conversely, does not become excessively small, so that the shock and the engine blow-up are effectively prevented.

If the result of the determination in step 2 is "NO", that is, if it is not a multiple speed change, the process immediately proceeds to step 4 to continue the upshift from the first speed to the second speed.

In the case of the above-described multiple shift, if the control for releasing the third brake B3 is executed during the control for engaging the third brake B3, the release of the third brake B3 proceeds according to the engagement state of the third brake B3. In different ways. However, there is no means for knowing how much the third brake B3 is engaged during the upshift from the first speed to the second speed in the above-mentioned automatic transmission A, so that the third gear or higher The third brake B3 when upshifting to
Can not be controlled in accordance with the engagement state of the third brake B3 which has already been advanced, and as a result,
If the above-described multiple shifts are simply executed, there is a possibility that the shock will deteriorate or the engine will blow up. However, according to the above control, the execution of the subsequent shift is delayed until the first shift is completed. Therefore, at the time of the subsequent shift, the third brake B3 has been disengaged, and its state is known. Therefore, the above-mentioned shock or the like caused by the indeterminate engagement state of the third brake B3 can be reliably prevented.

In the above embodiment, the automatic transmission having the gear train shown in FIG. 3 has been described.
The present invention can be applied to a control device intended for an automatic transmission having another gear train, and therefore can be shifted to a third or higher speed when upshifting from the first speed to the second speed. Other than the case of the multiple shift, the same can be implemented. Further, in the above-described embodiment, an example has been described in which a multiple shift in which a shift for releasing the friction engagement device occurs during a shift for engaging the friction engagement device is performed. The same can be applied to the case of a multiple shift in which a shift determination for engaging the friction engagement device is established.

Further, in the above embodiment, the B-3 control valve is controlled by the linear solenoid valve SLU. However, in the present invention, the B-3 control valve may be controlled by a plurality of solenoid valves.
Alternatively, the pressure input level may be changed by changing the port input to the B-3 control valve.

[0041]

As described above, according to the control device of the present invention, in the case of a multiple shift involving a frictional engagement device having a different pressure adjustment level between the time of engagement and the time of disengagement, the previous shift is completed. After that, the next shift is executed, so that a shock or engine swelling caused by a change in the pressure adjustment level during the control of the friction engagement device is prevented, and the riding comfort of the vehicle is improved. Condition can be maintained.

[Brief description of the drawings]

FIG. 1 is a block diagram schematically showing the present invention by functional means.

FIG. 2 is a block diagram schematically showing a control system according to one embodiment of the present invention.

FIG. 3 is a diagram mainly showing a gear train of the automatic transmission.

FIG. 4 is a diagram showing an operation table for setting each shift speed.

FIG. 5 is a diagram showing a part of a hydraulic circuit for adjusting an engagement pressure of a third brake.

FIG. 6 shows a state in which an upshift from the first speed to the second speed is performed at the third speed.
9 is a flowchart for explaining a control example in the case of a multiplex shift in which an upshift to a shift speed higher than the speed occurs.

FIG. 7 is a time chart for explaining a control example in the case of a multiplex shift to a third speed determined at the time of an upshift from the first speed to the second speed.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 Friction engagement device 2 Pressure regulation mechanism 3 Automatic transmission 4 Multiple shift determination means 5 Shift end determination means 6 Shift instruction means

Continuation of the front page (56) References JP-A-6-346959 (JP, A) JP-A-1-283453 (JP, A) (58) Fields investigated (Int. Cl. ⁷ , DB name) F16H 59 / 00-61/12 F16H 61/16-61/24 F16H 63/40-63/48

Claims (1)

(57) [Claims] 1. A friction engagement device, which is supplied with a hydraulic pressure at a predetermined shift speed to be engaged and is released at another shift speed to be released, and at the time of engagement and release of the friction engagement device . the oil <br/> pressure regulating pressure, and the control apparatus for an automatic transmission that includes a one key pressure mechanism that will be set to a different pressure regulating levels and upon release at the time of engagement of the frictional engagement device, Multiplex shift determining means for determining that a state in which a second shift for setting the other shift speed should be executed during the first shift for setting one of the shift speeds; A shift end determining means for determining the end of the first shift, and after the shift end determining means determines the end of the first shift, execution of the second shift determined by the multiplex shift determining means. A control device for an automatic transmission, comprising: a shift instructing means for instructing.