JP3479180B2 - Transmission 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 an automatic transmission (including a continuously variable transmission that performs automatic shifting) used for vehicles and the like, and more specifically, it relates to shift control when switching from a neutral range to a forward range. The present invention relates to a gear shift control device. The switching control from the neutral range to the forward range or the reverse range is called in-gear control.

[0002]

2. Description of the Related Art An automatic transmission has a plurality of gear trains, and a plurality of power transmission paths constituted by the gear trains are engaged with friction engagement elements such as clutches and brakes by hydraulic pressure or the like. To select and shift gears. Here, when gear shifting is performed, the power transmission path is switched and the gear ratio changes, so there is a problem that a sudden shift will cause gear shift shock. For this reason, various measures have heretofore been made to adjust the engagement of the friction engagement elements so as to perform a smooth gear shift without a shock.

In such a shift shock, when the shift lever is set to the neutral position and the neutral range is set and the shift lever is switched to the forward range position to set the forward range (that is,
Gear shift shocks (in the case of in-gear) are particularly likely to be a problem. This is a control in which the in-gear control shifts from the neutral range, which is in the no-load state, to the forward range (or reverse range), but the input torque at this time is small and the change in the engagement capacity of the friction engagement element is transmitted. This is because the torque fluctuation ratio is large, and therefore the engagement control of the friction engagement element requires extremely delicate control.

Therefore, various proposals regarding in-gear control have been made in the past, and as an example, Japanese Patent Laid-Open Publication No. 6-58242 (1994) is used.
There is a control device disclosed in Japanese Patent Publication No. 109130. In this device, when a command to switch from the neutral range to the running range is generated, first the first switching stage is executed to increase the solenoid valve duty ratio to perform the first quick fill, and then the second switching stage. To reduce the clutch supply pressure at a predetermined duty ratio reduction rate, and to perform a third switching stage that minimizes the supply pressure at a duty ratio determined based on the engine speed immediately before complete engagement. It has become.

Further, as the in-gear control, there is a control in which, at the time of switching from the neutral range to the forward range, the high speed side shift speed is temporarily set and then the first speed stage (the lowest speed stage) is set. This control is called squat control, and has the effect of smoothing the change in output torque when switching to the forward range and reducing shift shock during in-gear. Specifically, there is a shift control method disclosed in Japanese Examined Patent Publication No. 3-6390. In this method, the accelerator pedal is released, the vehicle speed is close to zero, and the parking brake is applied manually. When the shift range is switched from the neutral range to the running range, the high-speed gear stage is set once, and then the lowest gear stage (first gear stage) is set.

[0006]

By the way, the above-mentioned in-gear control is merely intended to smoothly switch from the neutral range to the traveling range.
For example, in the case where a lever operation is performed to immediately return to the running range after switching from the running range to the neutral range, conventional in-gear control may cause a shift shock or a shift delay. There was a problem.

When the running range is switched to the neutral range, the hydraulic pressure in the friction engagement element for setting the running range is drained. However, when the lever is operated and the running range is immediately switched, the running range is set. Since the hydraulic oil is supplied again with the hydraulic oil still remaining in the frictional engagement element for use, the frictional engagement element suddenly engages, which causes a problem such as a shift shock.

For example, when such a lever operation is performed in the control device disclosed in Japanese Unexamined Patent Publication No. 6-109130, the first operation is performed with the hydraulic oil remaining in the friction engagement element for the traveling range. Since the switching stage is executed and the solenoid valve duty ratio is increased to perform the first quick fill, there is a problem that the hydraulic pressure in the traveling range frictional engagement element suddenly increases and a shift shock occurs. Further, since the control is such that the first to third stages are repeated once again, there is a problem that the shift time becomes longer and the shift delay is likely to occur.

In particular, in the case of performing the above-mentioned squat control, when the first speed is set, the neutral range is switched to, and the running range is immediately switched, the first speed is set as it is. It is possible to perform a smooth control without a shift delay, but in the squat control, the high speed stage is set first, and then the first speed stage is set, so that a shift delay is likely to occur, and rather a shift shock is generated. There is a problem that may occur.

The automatic transmission is not limited to the one having the gear train as described above, but may be an automatic transmission having a continuously variable transmission mechanism. Even in an automatic transmission having such a continuously variable transmission mechanism, the forward range,
It is possible to switch between neutral range and reverse range, and there is the same problem of in-gear control as above.

In view of the above problems, the present invention allows the in-gear shift control to be performed promptly and without a shift shock, and when the forward range is switched to the neutral range and is immediately switched to the forward range. However, it is an object of the present invention to provide a shift control device that can perform a smooth and delayless in-gear shift.

Further, according to the present invention, when the in-gear control is performed by using the squat control, even when the forward range is switched to the neutral range and the forward range is immediately switched, the in-gear shift can be smoothly and without delay. An object of the present invention is to provide a shift control device that can be operated.

[0013]

To achieve these objects, the present invention has an engagement control means for controlling engagement operation of a friction engagement element, and at least a forward range and a neutral range are provided. In a shift control device for a settable automatic transmission, engagement operation control of a friction engagement element for setting a forward range when switching from a neutral range to a forward range is performed from a plurality of control stages (for example,
(Comprised of an invalid stroke reduction stage for performing invalid stroke reduction, an intermediate hydraulic pressure holding stage for outputting a hydraulic pressure signal for setting an intermediate hydraulic pressure, and a feedback stage for outputting a hydraulic pressure signal for performing feedback control with the input rotation as a target value) is doing. After that, the engagement state of the forward range setting friction engagement element when the forward range is switched to the neutral range and then to the forward range again is detected by the D-N-D engagement state detection means. Then, in accordance with the engagement state detected at this time, the stage for starting the engagement operation control of the friction engagement element for setting the forward range is selected from the above stages, and the engagement operation is started from this selected stage. It is designed to start control.

When such engagement operation control is performed, even if the forward range is switched to the neutral range and then immediately returned to the forward range, the friction for setting the forward range at the time of re-switching to the forward range is performed. Since the engagement operation control is performed according to the engagement state of the engagement element, smooth and quick in-gear control is performed. Therefore, for example, when the forward range is switched to the neutral range and then returned to the forward range, if the hydraulic oil still remains in the forward range setting friction engagement element, Since the invalid stroke reduction stage is unnecessary, the engagement operation control is started from the intermediate hydraulic pressure holding stage or the feedback stage.

The D-N-D engagement state detecting means detects the difference between the rate of change of engine rotation (pump rotation of the torque converter) and the rate of change of turbine rotation of the torque converter (rotation of the speed change mechanism input member). The engagement state is detected based on the absolute value and the turbine rotation speed of the torque converter.

In this way, when the engagement state when the forward range is switched to the neutral range and then immediately returned to the forward range is detected, the rotational change rate of the engine and the turbine (transmission mechanism input member) are detected. When it is detected that the absolute value of the difference from the rotation change rate is less than a predetermined value, and the turbine speed is less than the predetermined speed,
When the engagement operation control is started from the feedback stage and the absolute value of the difference between the engine rotation change rate and the turbine rotation change rate is detected to be equal to or greater than a predetermined value, the engagement operation control is performed from the intermediate hydraulic pressure holding stage. When it is detected that the absolute value of the difference between the engine speed change rate and the turbine speed change rate is less than a predetermined value and the turbine speed is equal to or higher than a predetermined speed, the invalid stroke closing stage or It is preferable to start the engagement operation control from the intermediate hydraulic pressure holding stage, and in this way, smooth and quick control can be achieved.

When it is detected that the absolute value of the difference between the engine rotation change rate and the turbine rotation change rate is less than a predetermined value and the turbine rotation speed is equal to or higher than the predetermined rotation speed, the forward range is set. To the neutral range and then to the forward range again, the absolute value of the difference between the engine speed change rate and the turbine speed change rate is less than the predetermined value and the turbine speed is equal to or higher than the predetermined speed. It is preferable to start the engagement operation control from the intermediate hydraulic pressure holding stage when it is within the second predetermined time from the point of time.

On the other hand, when the forward range is switched to the neutral range and then switched back to the forward range, the absolute value of the difference between the engine speed change rate and the turbine speed change rate becomes less than a predetermined value and the turbine speed. It is preferable to perform the engagement operation control from the ineffective stroke closing stage when the second predetermined time is exceeded from the time when the rotational speed becomes equal to or higher than the predetermined rotation speed.

It is preferable that the second predetermined time is variably set according to the hydraulic oil temperature, and the lower the hydraulic oil temperature, the longer the second predetermined time.

The above shift control device has a plurality of gear trains, and not only a gear type automatic transmission of a type in which a predetermined gear train is selected by a friction engagement element, but also a V type between variable pulleys.
The present invention can also be applied to a continuously variable automatic transmission in which a belt is looped over and the pulley width is variably controlled.

The gear shift control device of the present invention is configured to perform the squat control for setting the first gear through the gears of the second gear or higher when the neutral range is switched to the forward range. You can also In this case, the engagement operation control of the friction engagement element for setting the shift speed of the second speed or higher outputs the hydraulic signal for setting the first invalid stroke reduction stage for performing the invalid stroke reduction and the intermediate hydraulic pressure. A first intermediate hydraulic pressure holding stage and a release stage that outputs a hydraulic signal for reducing the hydraulic pressure are provided.
The engagement operation control of the frictional engagement element for the speed stage has a second ineffective stroke reduction stage for performing ineffective stroke reduction, a second intermediate hydraulic pressure holding stage for outputting a hydraulic pressure signal for setting an intermediate hydraulic pressure, and an input rotation target. It is composed of a value and a feedback stage.

[0022]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT A preferred embodiment of the present invention will be described below with reference to the drawings. FIG. 1 shows the configuration of a power transmission system of an automatic transmission in which a shift control is performed by a shift control device according to the present invention.
Is shown in. This transmission includes a torque converter 2 connected to an engine output shaft 1 and the torque converter 2
And a transmission input shaft 3 connected to the turbine shaft, and a planetary transmission mechanism is disposed on the input shaft 3.

This transmission mechanism has first, second and third planetary gear trains G1, G2 and G3 arranged in parallel on the transmission input shaft 3. Each of the gear trains is located at the center of the first to third sun gears S1, S2 and S3, and the first to third planetary pinion P1 that revolves around the first to third sun gears while meshing with the first to third sun gears. , P
2, P3 and the first to third carriers C1 and C that rotatably hold the pinion and rotate in the same manner as the revolution of the pinion.
2, C3, and first with internal teeth that mesh with the pinion
-It comprises 3rd ring gear R1, R2, R3.

The first and second planetary gear trains G
1, G2 are double pinion type planetary gear trains,
The first and second pinions P1 and P2 have two pinions P11 and P12 and P21 and P2, respectively, as shown in the figure.
It is composed of 22.

The first sun gear S1 is always connected to the input shaft 3, the first carrier C1 is always fixed and held, and is also connected to the second sun gear S2 via the first brake B1. The first ring gear R1 is releasably connected to the first carrier C1 and the second sun gear S2 via a third clutch CL3. Second carrier C2 and third carrier C
3 is always connected, and also output gear 4 is always connected. Second ring gear R2 and third ring gear R3
And the one-way clutch B that can be fixedly held by the second brake B2.
Is connected to the case via 3 to generate a braking action only for rotation in the forward drive direction, and these are releasably connected to the input shaft 3 via the second clutch CL2. is doing. The third sun gear S3 is detachably connected to the input shaft via the first clutch CL1. Further, an input rotation sensor 9a and an output rotation sensor 9b are arranged as shown.

In the transmission configured as described above, the engagement and disengagement control of the first to third clutches CL1 to CL3 and the first and second brakes B1 and B2 is performed, thereby setting the shift speed and controlling the shift. be able to. In particular,
If engagement / disengagement control is performed as shown in Table 1, the fifth forward speed (1S
T, 2ND, 3RD, 4TH, 5TH), 1st reverse (R
EV) can be set.

In Table 1, the second brake B2 in 1ST is shown in parentheses, but the one-way clutch B3 does not have to be engaged with the second brake B2.
This is because the 1st shift speed can be set by the action of. That is, if the first clutch CL1 is engaged, the 1ST gear can be set without engaging the second brake B2. However, the one-way clutch B3 cannot tolerate power transmission opposite to that on the drive side, and therefore the second brake B2
1ST in the non-engaged state is a gear stage where the engine brake is not effective, and when the second brake B2 is engaged, the gear stage is where the engine brake is effective. Incidentally, 1st in the D range is a gear stage where the engine brake does not work.

[0028]

[Table 1]

Next, the first to third clutches CL1 to CL3
A control device for engaging and disengaging the first and second brakes B1 and B2 will be described with reference to FIGS. 2 to 4 show each part of the control device, and these three figures constitute one control device. Further, among the oil passages in each figure, the ones with a circled alphabet (A to Y) at the end means that they are connected to the oil passages with the same alphabet in other figures. Further, the cross mark in the figure means that the part is drained.

Hydraulic oil is supplied to this control device from a hydraulic pump 10, and this hydraulic oil is regulated to a line pressure P1 by a regulator valve 20 and sent to an oil passage 100 and supplied as shown in the figure. .

In the control device, in addition to the regulator valve 20, a manual valve 2 connected to a shift lever at the driver's seat and operated by a manual operation of the driver.
5, 6 solenoid valves SA to SF, 6 hydraulically operated valves 30, 35, 40, 45, 50, 55,
Four accumulators 71 to 74 are provided.
The solenoid valves SA, SC, SF are normally open type valves, and when the solenoid is deenergized, these valves are opened. On the other hand, the solenoid valve SB,
SD and SE are normally closed type valves, which are closed when the solenoid is off.

In the following, the valve 30 is a reducing valve, the valve 35 is an LH shift valve,
Valve 40 is FWD pressure switching valve, valve 45
Is called a REV pressure switching valve, the valve 50 is called a delivery valve, and the valve 55 is called a relief valve.

Each valve is operated according to the operation of the manual valve 25 and the operation of the solenoid valves SA to SF, and the shift control is performed. In this case, the relationship between the operation of each solenoid valve and the speed stage set according to this operation is shown in Table 2 below. O in this table 2
N and OFF represent ON and OFF of the solenoid.
Although the operation of the solenoid valve SF is not shown in Table 2, this solenoid valve SF is used for increasing the line pressure when setting the reverse speed stage, and is not used for setting the shift stage. Because there is.

[0034]

[Table 2]

The above control will be described below. First, consider a case where the D range (forward range) is set by the shift lever and the spool 26 of the manual valve 25 moves to the D position. In the figure, the spool 26
Is in the N position, the right end hook portion is moved to the D position to the right, and the spool 26 is positioned in the D position. At this time, the hydraulic oil having the line pressure P1 is the oil passage 1 branched from the oil passage 100.
01, 102, FWD switching valve 40
It is sent from the oil passage 103 to the manual valve 25 through the spool groove of. Then, it is sent to the oil passages 110 and 120 via the groove of the spool 26. The oil passage 110 is closed in the REV switching valve 45 in this state.

The hydraulic oil having the line pressure P1 sent to the oil passage 120 is branched into the oil passages 121, 122, 123, 124, 12.
5 through solenoid valves SF, SE, S respectively
It is supplied to D, SB and SA. Line pressure P of oil passage 120
1 also acts on the right end of the L-H shift valve 35 to move the spool 36 of this valve 35 to the left. The branch oil passage 126 of the oil passage 120 is connected to the right side of the delivery valve 50,
The oil passage 127 branched from the oil passage 126 is provided with the relief valve 5
5 is connected to the left end of the spool 55, 5 of this valve 55.
Move 7 to the right.

On the other hand, the branch oil passage 103a of the oil passage 103 is F
The spool 41 is connected to the right end of the WD switching valve 40 and is pressed leftward by the line pressure P1. Oil passage 10
The branch oil passage 104 of 3 is the L-H shift valve 3 that has been moved to the left.
5 is sent to the oil passage 105 through the groove of the spool 36, and the line pressure P1 acts on the left side of the FWD switching valve 40. The branch oil passage 106 of the oil passage 104 is connected to the right end of the REV switching valve 45, and holds the spool 46 in the left moving state by the line pressure P1. The branch oil passage 107 of the oil passage 103 is connected to the solenoid valve SC, and the line pressure P1 is also supplied to the solenoid valve SC.

As described above, the solenoid valves SA to S
The line pressure P1 is supplied to each of the F, and the supply of the hydraulic oil having the line pressure P1 can be controlled by opening / closing control of this valve.

First, the case of setting the 1ST shift speed will be described. Note that, as shown in Table 2, the solenoid valve SF is not involved in the setting of the shift speed, and therefore only the solenoid valves SA to SE will be considered here.

In 1ST, as shown in Table 2, the solenoid valve SC is on, the others are off, only the solenoid valve SA is opened, and the other solenoid valves are closed. When the solenoid valve SA is opened,
The line pressure P1 is supplied from the oil passage 125 to the oil passage 130,
The line pressure P1 is supplied from the oil passage 130 to the oil passage 131 through the groove of the manual valve spool 26 located at the D position.

The branched oil passage 131a of the oil passage 131 is connected to the right end of the relief valve 55, and the line pressure P1 acts on the right end of the relief valve 55. Furthermore, the oil passage 131
The line pressure P1 is supplied to the first clutch CL1 via the oil passage 132 that branches off from, and the first clutch CL1 is engaged. The change in the clutch pressure CL1 is adjusted by the first accumulator 71.

The second clutch CL2 is connected to the drain from the relief valve 55 (the spools 56 and 57 are in the right moving state at this time) via the solenoid valve SB, and the third clutch CL3 is connected to the drain via the solenoid valve SC. , The first brake B1 is connected to the drain from the relief valve 55 via the solenoid valve SC, and the second brake B2 is connected to the drain via the manual valve 25. Therefore, only the first clutch CL1 is engaged and
The ST speed stage is set.

Next, consider the case where the 2ND speed stage is set. At this time, the state of 1ST is the solenoid valve S
D is switched from OFF to ON, solenoid valve SD
Is also opened. As a result, the oil passage 123 to the oil passage 140
The line pressure P1 is supplied to the first brake B1 and the hydraulic oil having the line pressure P1 is supplied to the first brake B1 via the oil passage 141 from the relief valve 55 in the state where the spools 56 and 57 are moved to the right. Therefore, the first clutch CL1 and the first brake B1 are both engaged to set the 2ND speed stage.

When setting the 3RD speed stage, the solenoid valve SC is switched from on to off and the solenoid valve SD is returned to off. Solenoid valve S
Since D returns to off, the first brake B1 is released.
By switching off the solenoid valve SC,
This is released, and the hydraulic oil having the line pressure P1 is supplied from the oil passage 107 to the third clutch CL3 via the oil passage 145. As a result, the third clutch CL3 is engaged and 3
The RD speed stage is set.

At this time, at the same time, the line pressure P1 is changed to the delivery valve 5 via the oil passage 146 branched from the oil passage 145.
0, and the line pressure P1 acts on the right end of the relief valve 55 via the oil passage 147.

When setting the 4TH speed stage, the solenoid valve SB is switched from OFF to ON and the solenoid valve SC is returned to ON. Since the solenoid valve SC is turned back on, the third clutch CL3 is released. on the other hand,
By switching on the solenoid valve SB,
The solenoid valve SB is opened, the line pressure P1 is supplied from the oil passage 124 to the oil passages 150 and 151, and the second clutch C is passed from the groove of the spool 56 that has moved rightward via the oil passage 152.
The line pressure P1 is supplied to L2. Therefore, the second clutch CL2 is engaged and the 4TH speed stage is set.

When setting the 5TH speed stage, the solenoid valve SA is switched from off to on and the solenoid valve SC is switched from on to off. When the solenoid valve SA is switched from OFF to ON, the supply of the line pressure P1 to the oil passage 130 is cut off, the first clutch CL1 is connected to the drain via the solenoid valve SA, and the first clutch CL1 is released. . On the other hand, when the solenoid valve SC is switched off, the third clutch CL3 is engaged as described above, and as a result, the 5TH speed stage is set.

The engagement control of each clutch and brake is performed as described above. Here, by operating the shift lever from N to D, the N range (neutral range) to the D range (forward range). The engagement control in the case of switching to will be described based on the time chart shown in FIG. 5 and the flow charts shown in FIGS.

As shown in the flow chart, the presence or absence of switching from the N range to the D range is detected in the control device (step S2), and the other switching is not the subject of this control, so the control is continued as it is. Put it back. When switching from the N range to the D range, it is determined whether or not the switching pattern is D-N-D, and phase classification and flagging in the case of this switching pattern are performed (step S50). Since this routine is performed when the D-N-D switching pattern, that is, when the D range is switched to the N range and then the D range is switched back to the D range in a short time, the routine will be described first. , A case of a normal ND switching pattern will be described, and the control of step S50 will be described later.

In the case of the normal N-D pattern, the flag F = 0 is set in step S50, the flow goes through steps S4, S6 and S8 to step S10, and the timer t1 is set. Then, both normally open type solenoid valves SA and SC are turned on.
Set to FF (step S12). As a result, both solenoid valves SA and SC are fully opened, and hydraulic oil is rapidly supplied to the first and third clutches CL1 and CL3,
The piston oil chamber is filled with oil, and movement of the piston for the ineffective stroke (ineffective stroke packing) is rapidly performed. In addition, as shown in FIG.
They are referred to as job stage A (solenoid valve SA) and job stage U (solenoid valve SC), respectively.

This state continues for the set time of the first timer t1, and when the set time of the first timer t1 has elapsed, the process proceeds to step S16, and the solenoid valve SC is turned off.
The intermediate duty ratio signal is output to the solenoid valve SA as it is in FF. The intermediate duty ratio signal is a duty ratio signal that generates a hydraulic pressure required to hold the clutch in a state immediately before engagement. This allows
Although the hydraulic oil supply to the first clutch CL1 is throttled,
Since the clutch CL3 continues to be rapidly supplied as it is, the third clutch CL3 preferentially starts the engagement.

In this control, the engine speed N
e, the turbine speed Nt of the torque converter and the rate of change dNt / dt of the turbine speed are detected. When the turbine speed starts to change, that is, the rate of change dNt / dt
Is detected to start changing (step S1
8) Proceed to step S20, the duty ratio of the solenoid valve SC is controlled based on the first duty ratio (fixed value) (this control stage is referred to as the job stage V). This first duty ratio is a duty ratio at which a hydraulic pressure for gently engaging the third clutch CL3 is generated, whereby the third clutch CL3 is held in a predetermined engagement state (slow engagement state), and 3rd speed (3RD)
Is set.

On the other hand, when the turbine rotation speed Nt has decreased by a predetermined rotation from the rotation speed immediately after switching to the D range (Nt
(1), that is, when the turbine rotation speed Nt changes by a predetermined rotation, the process proceeds from step S22 to step S24 to perform feedback duty ratio control of the solenoid valve SA (this control stage is the job stage). (T). The feedback duty ratio control is feedback control with the target values of the turbine speed Nt and the turbine speed change rate dNt / dt.

Thereafter, the turbine rotation speed Nt is equal to the predetermined rotation speed N.
When it decreases to t (2), step S26 to step S2
8, the solenoid valve SC is operated based on the second duty ratio. The second duty ratio is a duty ratio that further reduces the engagement hydraulic pressure P (CL3) of the third clutch CL3.

Then, when the turbine rotation change rate dNt / dt becomes substantially zero, steps S30 to S32 are performed.
Then, the second timer t2 is set and the solenoid valve SC is turned on (step S34). As a result, the third clutch CL3 is completely released. The second timer t2 is for waiting until the first clutch CL1 is completely engaged. When the set time of the second timer t2 elapses, the process proceeds from step S36 to step S38, and the solenoid valve SA is turned off. The engagement hydraulic pressure of the 1-clutch CL1 is maximized. At this time, the first clutch CL1 is in the completely engaged state, and the shift shock does not occur even if the engagement hydraulic pressure becomes maximum. As described above, the normal in-gear squat control is smoothly performed.

Here, in the control of this example, even if the D-N-D switching pattern, that is, the D range is switched to the N range and then the D range is switched back to the D range in a short time, a smooth in-gear is performed. The control can be performed, which will be described below. Therefore, D-N-
The determination as to whether or not the switching pattern is D and the phase classification and flagging in the case of this switching pattern are performed in step S50.

The control contents in step S50 are shown in FIG. Here, first, the engine speed Ne and the turbine speed Nt are detected (step S52).
In addition, the absolute value of the difference between the engine speed change rate (dNe / dt) and the turbine speed change rate (dNt / dt) ΔRN (= | dN
e / dt-dNt / dt |) is calculated (step S54). Then, it is determined whether the absolute value ΔRN of this difference is smaller than the first predetermined value α (step S56) and whether the turbine speed Nt is smaller than the second predetermined value β (step S60). .

FIG. 9 shows changes in the engine speed Ne and the turbine speed Nt when the accelerator pedal is released in the D range and the N range is switched while the vehicle is stopped. Since the in-gear control is performed in a state where the accelerator pedal is not depressed and the vehicle is stopped, the change in such a case is shown in FIG.

In the D range, when the accelerator pedal is released and the vehicle is stopped, the engine is rotating at idling speed (for example, about 750 rpm) and the turbine is stopped. When the N range is switched from this state, the turbine rotation becomes almost constant for a while (until the clutch is released), and then the turbine rotation gradually increases as the clutch is released.
When this becomes a rotation close to the engine rotation (rotation slightly lower than the engine rotation due to slip in the torque converter), the rotation becomes constant.

In such a change, after switching to the N range, the period until the turbine rotation starts to change is called the first phase (I), and the period during which the turbine rotation is increasing is the second phase (II). For a predetermined time t3 after the turbine rotation reaches a constant rotation close to the engine rotation,
Phase (III), and the fourth phase (I
V).

In this case, in the first phase (I), the absolute value ΔRN (= | dNe / dt−) of the difference between the engine speed change rate (dNe / dt) and the turbine speed change rate (dNt / dt).
dNt / dt |) is small, and the turbine speed Nt is also small. On the other hand, in the second phase (II), the absolute value ΔRN of the difference between the engine speed change rate and the turbine speed change rate increases, and the turbine speed Nt gradually increases.
In the third phase (III) and the fourth phase (IV), the absolute value ΔRN of the difference between the engine speed change rate and the turbine speed change rate is small, and the turbine speed Nt is small.
Grows.

In this control, when D-N-D switching is performed, when the N range is returned to the D range, the shift control pattern is changed in accordance with the phase so that a smooth in-gear shift is performed. Has become. Therefore, when the N range is switched to the D range, it is determined which of the above phases is in accordance with the absolute value ΔRN of the difference and the turbine speed Nt.

This judgment is made in the above-mentioned steps S56 and S60, and the absolute value ΔR of the difference is obtained.
When N is larger than the first predetermined value α, the second phase (I
I) can be determined, so the flag F = 2 is set (step S58), and when ΔRN is less than the first predetermined value α and the turbine speed Nt is less than the second predetermined value β,
Since it can be determined that it is in the first phase (I), the flag F =
1 is set (step S62).

On the other hand, when ΔRN is less than the first predetermined value α and the turbine speed Nt is not less than the second predetermined value β, the third phase (III) or the fourth phase (I
Since it can be determined that it is V), the elapsed time t is read (step S64), and it is determined whether or not this elapsed time t is longer than the predetermined time t3 (step S66).
The elapsed time t is the elapsed time from the time when ΔRN <α and Nt ≧ β (that is, the time when the second phase (II) to the third phase (III) is shifted).
When t <t3, it can be determined that the phase is the third phase (III), so the flag F = 3 is set (step S7).
0), when t ≧ t3, it can be determined that the phase is the fourth phase (IV), so the flag F = 0 is set (step S).
72).

It is preferable that the predetermined time t3 is variably set according to the hydraulic oil temperature. This is because when the oil temperature is low, the viscosity of the oil is high, which causes a difference in the oil discharge time in the hydraulic chamber of the first clutch CL1. This time difference is particularly likely to occur as a piston movement time difference corresponding to the invalid stroke. Therefore, the predetermined time t3 is set to a large value when the hydraulic oil temperature is low.

As described above, when the phase when the N range is returned to the D range is judged in the D-N-D switching and the flag F is set, steps S4 to S8 are performed.
The flag judgment is made with.

First, when the return switching from the N range to the D range is performed in the first phase (I) (when the flag F = 1), the first clutch CL1 is still in the engaged state. Therefore, the process proceeds from step S4 through step S44 to step S32, and the solenoid valve SC is turned off.
The feedback duty ratio control of the solenoid valve SA is performed only during the second timer t2 while keeping N, and thereafter the solenoid valve SA is turned off.

The return switching from the N range to the D range is the second.
When performed while in phase (II) (flag F
= 2), the first clutch CL1 is gradually released, and therefore the process proceeds from step S6 through step S42 to step S24, where the feedback duty ratio control of the solenoid valve SA and the solenoid valve SC are performed. The in-gear shift control is started from the control for controlling the first duty ratio, and the control following step S24 in FIG. 7 is performed.

The return switching from the N range to the D range is the third.
When it is performed during the phase (III) (when the flag F = 3), it is considered that the first clutch CL1 is almost released but the invalid stroke is still small, so the step S40 is executed. Step through S16
Then, the solenoid valve SA is controlled at an intermediate duty ratio, the solenoid valve SC is turned off to start the control, and the control following step S16 of FIGS. 6 and 7 is performed.

When the return switching from the N range to the D range is performed in the fourth phase (IV) (when the flag F = 0), normal in-gear control is sufficient.
The control following step S10 is performed as it is.

With the control as described above, even in the case of D-N-D shift, optimum control is performed according to the engagement state of the clutch when the N range is switched to the D range, and smooth control is achieved. In addition, the in-gear speed change is quick.

However, the squat-in gear D as described above
In the −N-D shift, when the D range is switched to the N range and the second or third phase is in effect, the high speed gear engagement element, that is, the third clutch CL3.
It is difficult to judge the engagement state of. Therefore, only in this case, the engagement start job stage determination of the third clutch CL3 can be performed as shown in FIG.

In this case, first, it is determined whether or not the D range is switched to the N range (step S80). If such a switching is performed, the phase at this point is the second or third phase in step S82. If it is determined that the phase is the second phase or the third phase, the elapsed time from this point until the N range is switched to the D range by the second elapsed timer t ′ is counted ( Steps S84-S86). Then, it is determined whether or not the second elapsed timer t'is less than the predetermined time tb set based on the time for which the hydraulic oil in the third clutch CL3 is discharged (step S88), and when t '<tb. , Determination flag Fh = 1 (step S90), t ′
When ≧ tb, the determination flag Fh = 2. Note that the determination is NO in step S80 and step S82.
If it is, the determination flag Fh = 0 is retained.

In the control of FIGS. 6 and 7,
Before setting the control content of the solenoid valve SC, the determination flag Fh is determined. When Fh = 1, the third clutch CL3 is controlled from the job stage V, that is, the solenoid valve SC is controlled to the first duty ratio. Start D-N-D in-gear control. On the other hand, F
When h = 2, from the job stage U, that is,
From control to turn off solenoid valve SC to DN
Start D-in gear control. When Fh = 0, the control of FIGS. 6 and 7 is performed as it is.

When such control is performed, the range from D range to N
After switching to the range, when there is residual pressure in the third clutch CL3 (that is, in the state of the second or third phase), the third clutch CL3 when the range is switched to the D range again in a short time. The engagement control can be accurately performed, and the re-engagement shock of the third clutch CL3 can be prevented more effectively.

Further, in the above embodiment, a plurality of power transmission paths are formed by using a plurality of planetary gears, and the gears are selected by the friction engagement elements such as clutches and brakes to perform automatic gear shifting. Although the planetary gear type automatic transmission has been described, a plurality of gear trains having different gear ratios meshing with each other are arranged in parallel between two parallel shafts, and one of the gear trains is selected by the friction engagement element to perform the automatic transmission. It is also possible to use the control device of the present invention in a parallel shaft gear type automatic transmission adapted to perform. Further, the control device of the present invention is not limited to such a gear type automatic transmission,
Also, it can be used for a continuously variable automatic transmission as shown in FIG.

The continuously variable automatic transmission will be briefly described below. First, the automatic transmission shown in FIG. 11 includes a torque converter 202 connected to an output shaft 201 of an engine ENG, a forward / reverse switching mechanism 205 composed of a double pinion planetary gear connected to the output shaft,
It is composed of a continuously variable transmission mechanism 210 connected to a forward / reverse switching mechanism 205. The forward / reverse switching mechanism 205 connected to the turbine shaft 203 of the torque converter 202 has a forward clutch 206 and a reverse brake 207, and the forward clutch 206 is engaged to set a forward range (a forward power transmission path is selected). Then, the reverse brake 207 can be engaged to set the reverse range (select the reverse power transmission path), and both of them can be released to set the neutral range.

The continuously variable transmission mechanism 210 is composed of a drive pulley 211 and a driven pulley 212 whose pulley widths can be variably set by hydraulic pressure and the like, and a metal V belt 213 hung on these pulleys. Can be variably set to continuously change the gear ratio.

In the automatic transmission shown in FIG. 12, the transmission input shaft 303 is connected to the output shaft 201 of the engine ENG via the coupling 302, and the transmission input shaft 3
A forward / reverse switching mechanism 305 similar to the above is connected to 03,
A continuously variable transmission mechanism 310 is connected to the forward / reverse switching mechanism 305. In this automatic transmission, the continuously variable transmission 31
A starting clutch 315 is connected to the zero output shaft 314.

In this transmission, the forward clutch 3
06 to set the forward range (select the forward power transmission path), engage the reverse brake 307 to set the reverse range (select the backward power transmission path), and release the starting clutch 315. Then the neutral range can be set.

In such a continuously variable automatic transmission as well, the switching control from the neutral range to the traveling range (forward range or reverse range) can be performed in the same manner as in the above embodiment. An example of engagement control of the forward clutch 306 is shown in the time chart of FIG. Further, in the transmission of FIG. 11, a starting clutch similar to the clutch 315 may be provided on the output shaft of the driven pulley 212.

[0082]

As described above, according to the present invention,
The engagement state of the forward range setting friction engagement element when the forward range is switched to the neutral range and then to the forward range is detected by the engagement state detecting means, and the engagement detected at this time is detected. According to the state, a stage for starting the engagement operation control of the friction engagement element for setting the forward range is selected from the above stages, and the engagement operation control is started from the selected stage. Therefore, even when the forward range is switched to the neutral range and then immediately returned to the forward range, smooth and quick in-gear control can be performed.

The engagement state detecting means detects the absolute value of the difference between the change rate of the engine rotation (the pump rotation of the torque converter) and the change rate of the turbine rotation (the rotation of the transmission mechanism input member) of the torque converter and the torque converter. The engagement state is detected based on the turbine rotation speed, and the absolute value of the difference between the engine rotation change rate and the turbine (transmission mechanism input member) rotation change rate is less than a predetermined value, and the turbine rotation When it is detected that the number of revolutions is less than the predetermined number of revolutions, engagement operation control is started from the feedback stage, and it is detected that the absolute value of the difference between the engine rotation change rate and the turbine rotation change rate is a predetermined value or more. If the absolute value of the difference between the engine speed change rate and the turbine speed change rate is less than the predetermined value, and the target operation is started, the engagement operation control is started from the intermediate hydraulic pressure holding stage. When the rotational speed of the emission is detected to be equal to or greater than the predetermined rotational speed, it is preferable to start the engagement actuation control from invalid-stroke clearing stage or intermediate pressure holding stage.

When the absolute value of the difference between the engine rotation change rate and the turbine rotation change rate is less than a predetermined value and the turbine rotation speed is detected to be equal to or higher than the predetermined rotation speed, the forward range is set. To the neutral range and then to the forward range again, the absolute value of the difference between the engine speed change rate and the turbine speed change rate is less than the predetermined value and the turbine speed is equal to or higher than the predetermined speed. It is preferable to start the engagement operation control from the intermediate hydraulic pressure holding stage when it is within the second predetermined time from the point of time. On the other hand, when the forward range is switched to the neutral range and then switched back to the forward range, the absolute value of the difference between the engine speed change rate and the turbine speed change rate is less than the predetermined value and the turbine speed is the predetermined speed. When the second predetermined time is exceeded after the number of times exceeds the number, it is preferable to perform the engagement operation control from the invalid stroke closing stage. Further, it is preferable that the second predetermined time is variably set according to the hydraulic oil temperature, and the lower the hydraulic oil temperature, the longer the second predetermined time.

The gear shift control device of the present invention is configured to perform the squat control for setting the first gear through the gears of the second gear or higher when the neutral range is switched to the forward range. You can also In this case, the engagement operation control of the friction engagement element for setting the shift speed of the second speed or higher outputs the hydraulic signal for setting the first invalid stroke reduction stage for performing the invalid stroke reduction and the intermediate hydraulic pressure. A first intermediate hydraulic pressure holding stage and a release stage that outputs a hydraulic signal for reducing the hydraulic pressure are provided.
The engagement operation control of the friction engagement element for the speed stage is performed by gradually changing the predetermined invalid oil pressure from a second ineffective stroke closing stage that performs ineffective stroke closing, a second intermediate hydraulic pressure holding stage that outputs a hydraulic signal that sets an intermediate hydraulic pressure. And a feedback stage that outputs a hydraulic signal that increases as

[Brief description of drawings]

FIG. 1 is a schematic diagram showing a configuration of an automatic transmission in which shift control is performed by a shift control device according to the present invention.

FIG. 2 is a hydraulic circuit diagram that constitutes a shift control device according to the present invention.

FIG. 3 is a hydraulic circuit diagram that constitutes a shift control device according to the present invention.

FIG. 4 is a hydraulic circuit diagram that constitutes a shift control device according to the present invention.

FIG. 5 is a graph showing changes over time in operating states of solenoid valves and various variables in shift control by the shift control device according to the present invention.

FIG. 6 is a flowchart showing shift control contents by the shift control device according to the present invention.

FIG. 7 is a flowchart showing shift control contents by the shift control device according to the present invention.

FIG. 8 is a flowchart showing the content of shift control by the shift control device according to the present invention.

FIG. 9 is a graph showing changes with time in the engine and turbine rotational speeds when the shift control device according to the present invention is switched from the D range to the N range.

FIG. 10 is a flowchart showing different shift control contents by the shift control device according to the present invention.

FIG. 11 is a schematic diagram showing a different example of an automatic transmission in which shift control is performed by the shift control device according to the present invention.

FIG. 12 is a schematic diagram showing still another example of an automatic transmission in which shift control is performed by the shift control device according to the present invention.

FIG. 13 is a graph showing changes over time of operating states of solenoid valves and various variables in shift control by the shift control device of the automatic transmission.

[Explanation of symbols]

3 Transmission input shaft 4 Transmission output gear 10 hydraulic pump 20 regulator valve 25 Manual valve 30 reducing valve 35 L-H shift valve 40 FWD switching valve 45 REV switching valve 50 delivery valve 55 relief valve

─────────────────────────────────────────────────── ─── Continuation of the front page (51) Int.Cl. ⁷ Identification code FI F16H 59:72 F16H 59:72 101: 02 101: 02 103: 12 103: 12 (72) Inventor Hisashi Kunii Central Wako City, Saitama Prefecture 1-4-1-1, inside Honda R & D Co., Ltd. (72) Inventor Takamichi Shimada 1-4-1 Chuo, Wako-shi, Saitama In-house Honda R & D Co., Ltd. (56) Reference JP-A-8-277922 (JP , A) JP-A-4-140561 (JP, A) JP-A-62-8842 (JP, A) (58) Fields investigated (Int.Cl. ⁷ , DB name) F16H 59/00-63/48

Claims (7)

(57) [Claims] 1. A plurality of power transmission paths provided between the input and output members for setting a shift speed, and a plurality of friction engagement elements for selectively setting a predetermined power transmission path from these power transmission paths. And an engagement control means for controlling engagement operation of the friction engagement element, and at least an advance range for setting an advance stage and a neutral range for interrupting power transmission between the input / output members can be set automatically. In a gear shift control device for a transmission, engagement operation control of a friction engagement element for setting the forward range when the neutral range is switched to the forward range is composed of a plurality of control stages, After the switching to the neutral range, the engagement state of the forward range setting friction engagement element at the time of switching to the forward range again is detected D -ND engagement state detection means, and when the forward range is switched to the neutral range and then switched back to the forward range, the engagement control means is configured to perform the D-N-D engagement. A control stage for starting the engagement operation control of the friction engagement element for setting the forward range according to the engagement state detected by the state detection means is selected from the plurality of control stages, and the control stage is selected from the selected control stages. A shift control device for an automatic transmission, which is configured to start engagement operation control of a friction engagement element for setting the forward range. 2. The engagement control means is adapted to control an engagement actuation hydraulic pressure of the friction engagement element in accordance with a hydraulic pressure command signal, and the plurality of control stages move from the neutral range to the forward range. And the friction engagement element for setting the forward range from the time when the first predetermined time elapses after the first predetermined time elapses. Input rotation from the time when the intermediate hydraulic pressure holding stage that outputs the hydraulic signal that sets the intermediate hydraulic pressure until the start of engagement and the friction engagement element for setting the forward range starts to engage 2. The shift control of the automatic transmission according to claim 1, further comprising: a feedback stage that outputs a feedback control signal with the target value as a target value. Location. 3. The input member is connected to an engine via a torque converter, and the D-N-D engagement state detecting means is configured to change a rotation speed of the engine and a rotation speed of a turbine of the torque converter. The engagement state is detected based on the absolute value of the difference between the engine speed and the turbine speed, and when the forward range is switched to the neutral range and then back to the forward range, the engine When the absolute value of the difference between the rotation change rate and the turbine rotation change rate is less than a predetermined value, and when the turbine rotation speed is detected to be less than the predetermined rotation speed, the engagement control means controls the feedback stage. Select the feedback stage to start the engagement operation control, and switch from the forward range to the neutral range. When the absolute value of the difference between the rotational change rate of the engine and the rotational change rate of the turbine is detected to be equal to or more than a predetermined value when the forward range is switched again, the engagement control unit determines the intermediate value. When the hydraulic pressure holding stage is selected, the engagement operation control is started from the intermediate hydraulic pressure holding stage, and when the forward range is switched to the neutral range and then to the forward range again, the rate of rotation change of the engine When the absolute value of the difference between the rotation change rate of the turbine and the rate of change of rotation of the turbine is less than a predetermined value, and the rotation speed of the turbine is detected to be the predetermined rotation speed or more, the invalid stroke reduction stage by the engagement control means. Or, select the intermediate hydraulic pressure holding stage and select from the invalid stroke closing stage or the intermediate hydraulic pressure holding stage. The shift control device for an automatic transmission according to claim 2, wherein the engagement operation control is started. 4. The absolute value of the difference between the rotational change rate of the engine and the rotational change rate of the turbine when the forward range is switched to the neutral range and then to the forward range again is less than a predetermined value. And, and when the rotation speed of the turbine is detected to be equal to or higher than a predetermined rotation speed, the time point at which the forward range is switched to the neutral range and then to the forward range again is the rotational change rate of the engine. When the absolute value of the difference between the rotation rate of rotation of the turbine and the rate of change of rotation of the turbine is less than a predetermined value and the number of rotations of the turbine is equal to or more than a predetermined rotation number within a second predetermined time, the intermediate hydraulic pressure holding stage is operated. The engagement operation control is started, and the forward range is switched to the neutral range to return to the forward range. From the time when the absolute value of the difference between the rotational change rate of the engine and the rotational change rate of the turbine becomes less than a predetermined value and the rotational speed of the turbine becomes a predetermined rotational speed or more, the second time The shift control device for an automatic transmission according to claim 3, wherein when the predetermined time is exceeded, the engagement operation control is started from the invalid stroke closing stage. 5. The method according to claim 4, wherein the second predetermined time is variably set according to the hydraulic oil temperature, and the lower the hydraulic oil temperature is, the longer the second predetermined time is. A shift control device for the automatic transmission described. 6. The automatic transmission is a gear-type automatic transmission in which the plurality of gear trains constitute the plurality of power transmission paths, and when the neutral range is switched to the forward range, the second speed is set. The first speed is set via a gear higher than the second gear, and the engagement actuating hydraulic pressure control of the friction engagement element for setting the second gear or higher is performed for the third predetermined time. The first invalid stroke reduction stage that outputs the maximum hydraulic pressure signal only during the period and performs the invalid stroke reduction, and the friction engagement element for setting the first speed after the third predetermined time has elapsed are in the predetermined engagement state. To a first intermediate hydraulic pressure holding stage that outputs a hydraulic pressure signal that sets the intermediate hydraulic pressure, and a hydraulic pressure signal that decreases the hydraulic pressure after the friction engagement element for setting the first speed is brought into a predetermined engagement state. From the release stage to output Made is, the engagement actuation pressure control of the frictional engagement element for the first speed stage,
A second invalid stroke filling stage that outputs a maximum hydraulic pressure signal only during a fourth predetermined time to fill the invalid stroke;
A second intermediate hydraulic pressure holding stage that outputs a hydraulic pressure signal that sets an intermediate hydraulic pressure from the time when the fourth predetermined time has elapsed until the friction engagement element for setting the forward range starts to engage,
And a feedback stage that outputs a feedback control signal with the input rotation as a target value from the time when the frictional engagement element for setting the forward range starts to be engaged to the time when this engagement is completed. First D-N-D engagement state detection for detecting the engagement state of the friction engagement element for setting the second or higher speed when the forward range is changed again after the range is changed to the forward range. Means and the engagement operation control of the friction engagement element for setting the shift speed of the second speed or higher in accordance with the engagement state detected by the first D-N-D engagement state detection means. A first engagement control means for selecting a stage and starting engagement operation control from the selected stage; and, after switching from the forward drive range to the neutral range, the forward drive range. Second D-N-D engagement state detecting means for detecting an engagement state of the friction engagement element for setting the first speed stage when the mode is switched again to, and the second D-N-D engagement state detection A stage for starting the engagement operation control of the friction engagement element for setting the first speed is selected according to the engagement state detected by the means, and the engagement operation control is started from the selected stage. The shift control device for an automatic transmission according to claim 1, comprising a second engagement control means. 7. The input member is connected to an engine via a torque converter, and the D-N-D engagement state detection means is configured to change a rotation speed of the engine and a rotation speed of a turbine of the torque converter. And the absolute value of the difference between
The engagement state is detected based on the rotational speed of the turbine, and when the forward drive range is switched to the neutral range and then back to the forward drive range, the rotational change rate of the engine and the rotational speed of the turbine are changed. When it is detected that the absolute value of the difference from the rate of change is less than a predetermined value, and the rotation speed of the turbine is less than a predetermined rotation speed, the first engagement control means selects the release stage and The engagement operation control is started from the release stage, and the second operation is started.
The engagement control means selects the feedback stage to start the engagement operation control from the feedback stage, and when the forward range is switched to the neutral range and then to the forward range again, When it is detected that the absolute value of the difference between the rotation change rate and the turbine rotation change rate is equal to or greater than a predetermined value, the first engagement control means selects the invalid stroke reduction stage and selects the invalid stroke reduction stage. From the forward movement range, the second engagement control means selects the second intermediate hydraulic pressure holding stage, starts the engagement operation control from the second intermediate hydraulic pressure holding stage, Rotation of the engine when switched to the neutral range and again to the forward range When it is detected that the absolute value of the difference between the rate of change and the rate of change in rotation of the turbine is less than a predetermined value, and the number of rotations of the turbine is greater than or equal to a predetermined number of rotations, the first engagement control means is A first invalid stroke reduction stage is selected to start the engagement operation control from the first invalid stroke reduction stage, and the second engagement control means selects the second invalid stroke reduction stage to select the second invalid stroke. 7. The shift control device for an automatic transmission according to claim 6, wherein the engagement operation control is started from a stroke reduction stage.