JP3505976B2 - 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 improvement of a shift control device for an automatic transmission adopted in a vehicle or the like.

[0002]

2. Description of the Related Art As a shift control device for an automatic transmission used in a vehicle, a vehicle speed and an accelerator pedal depression amount (=
Conventionally, there is known one that performs a shift control such as an upshift or a downshift based on a shift map (shift line) that determines a shift stage according to the throttle opening) (Japanese Patent Laid-Open No. 62-63251). ).

In such a shift control device, an upshift corresponding to a decrease in throttle opening degree (hereinafter, referred to as "downshift") by releasing the foot from a state where the accelerator pedal is depressed or the depression amount of the accelerator pedal being less than a predetermined value. The foot release upshift is performed. At this time, the input shaft speed and the engine speed of the automatic transmission decrease in response to the accelerator operation as the gear ratio after the upshift decreases to the Hi side. There is a method in which a shift shock caused by inertia of an automatic transmission is mitigated by starting the shift after waiting for the shift.

This is because, as shown in FIG. 10, when the accelerator pedal is depressed until the throttle opening TVO≈7 / 8, the foot is released to the throttle opening TVO≈0, and an upshift command is generated. In the case of foot release upshift at this time, the throttle opening TVO ≈ 0 and at the same time, the overrun clutch solenoid OVR / Csol is turned on by the upshift command to engage the overrun clutch (OVR / C). After that,
A shift solenoid SFT / sol that actually shifts after a predetermined time td has elapsed due to a natural decrease in engine speed.
Is turned on, the frictional engagement elements are engaged according to the shift map, and the foot release upshift is executed.

After the throttle opening TVO≈0 is determined and it is determined that the shift is started, first, the overrun clutch OVR / C is engaged in order to suppress noise due to temporary engagement of the one-way clutch due to upshifting. By delaying the actual speed change operation until the predetermined time td elapses, wait until the engine speed decreases to the target input shaft speed after the upshift, and then perform the engagement operation of the friction engagement element to change the speed. This suppresses shift shock and noise due to inertia torque generated during upshifting.

[0006]

However, in the above-mentioned conventional example, when the accelerator pedal is released and an upshift is determined, the overrun clutch OVR / C is engaged before the actual shift is started. Since the inertia of the automatic transmission is added to the inertia of the engine, the decrease in the engine speed is delayed, and the target input shaft speed does not decrease after the delay time td, which may cause a shift shock. There is also an overrun clutch O
Since the rotating elements of the automatic transmission are coupled by connecting VR / C, the inertia of the vehicle is input to the automatic transmission, and the engine speed drop stops halfway, and the predetermined time t
There is also a problem that a shift shock is generated even after the passage of d, and in particular, when an upshift is performed from the second speed or the third speed while driving in the coast state, there is a phenomenon that the engine speed stops during the descent. Likely to happen.

Therefore, the present invention has been made in view of the above problems, and one-wake at the time of foot release upshift.
While suppressing the noise due to the temporary coupling of the latch,
The object is to quickly reduce the engine speed and suppress the occurrence of shift shock.

[0008]

According to a first aspect of the present invention, a gear position is set based on at least a depression amount of an accelerator pedal and a vehicle speed, and when the accelerator pedal is released or the depression amount is less than a predetermined value. a shifting command means for commanding an upshift to, while operating the engine brake during fastening, and frictional engagement elements for engine braking for prohibiting the operation of the engine brake upon release, the
When releasing the friction engagement element for engine braking, when accelerating
While transmitting power from the input shaft side to the output shaft side, output
One way to prevent the transmission of power from the shaft side to the input shaft side
A clutch , a shift control means for engaging and disengaging a frictional engagement element preset for each shift speed according to the set shift speed by hydraulic pressure, and the shift command means for upshifting based on release of an accelerator pedal. In the shift control device of the automatic transmission, the shift delay device delays the shift operation of the shift control means until a predetermined time elapses. In addition to the shift operation, the engagement of the friction engagement element for engine braking is prohibited until the predetermined time elapses after the upshift is commanded due to the amount becoming less than the predetermined value, and after the predetermined time elapses, the one
To prevent noise caused by temporary connection of the way clutch
Therefore, at the same time as engaging the frictional engagement element for engine brake,
The fastening of the frictional fastening elements required for the upshift is started .

According to a second aspect of the present invention, in the first aspect of the present invention, the shift delay means is configured such that the engine speed or the rotational speed of the rotary element of the automatic transmission is dependent on the gear stage after the upshift. The predetermined time is set so that the shift operation is delayed so that

In a third aspect based on the second aspect, the shift delay means sets the predetermined time so that the rotational speed of the rotary element locked after the upshift is lowered before the shift starts. Set.

In a fourth aspect based on the first aspect, the gear shift commanding means is provided with a manual mode for setting a shift speed according to a driver's operation, and an upshift command is issued in this manual mode. In such a case, the delay means prohibits the engagement of the frictional engagement element for engine braking in addition to the shift operation until the predetermined time elapses after the upshift is commanded.

[0012]

Therefore, according to the first aspect of the present invention, when an upshift is instructed by releasing the accelerator pedal from a state where the accelerator pedal is depressed or when the amount of depression is less than a predetermined value, a shift operation is performed until a predetermined time elapses. In addition, by temporarily prohibiting the engagement of the engine brake frictional engagement element, the engine brake frictional engagement element is released and the coupling of the rotating elements in the automatic transmission is released, which adds to the inertia of the engine. Since the inertia in the automatic transmission is reduced, the engine speed is reduced more rapidly than in the conventional example, and the engine speed is reduced to a value close to the input shaft speed after the upshift targeting the engine speed. It is possible to prevent the occurrence of gear shift shock by engaging the frictional engagement elements required for gear shifting at an appropriate timing, and at the same time for a predetermined time. Since after the start of the shift operation which spent may enter into a frictional engagement element for engine brake again,
Since the one-way clutch does not operate, noise due to temporary engagement of the one-way clutch at the time of upshifting can be suppressed, and smooth upshifting can be realized while suppressing both shift shock and noise. Furthermore, the friction engagement element for engine braking is always released during the delay time.
Therefore, from the output shaft side by the one-way clutch
Since the power transmission to the input shaft side is blocked , and the inertia can be reduced by lowering the rotational speed of the friction engagement element of the automatic transmission, the engine rotational speed is decreasing due to the inertia of the vehicle as in the conventional example. It is possible to prevent the vehicle from stopping at, and in particular, it is possible to smoothly perform the foot release upshift in the coast state.

In the second aspect of the invention, the engine speed or the rotational speed of the rotary element of the automatic transmission is set to a predetermined time for delaying the start of the gear shifting operation depending on the gear after the upshift. Since it is set as described above, it is possible to surely prevent the occurrence of the shift shock by engaging the frictional engagement elements required for the shift at appropriate timings.

According to a third aspect of the present invention, the rotation speed of a rotary element locked after an upshift in the rotary elements of the automatic transmission is reduced by a predetermined time for delaying the start of the shift operation before the shift starts. Is set so that the frictional engagement elements necessary for gear shifting are engaged at appropriate timing while promoting the reduction of the rotational speed of the rotary elements of the automatic transmission due to the release of the frictional engagement elements for engine braking, resulting in a shift shock. Can be reliably prevented.

Further, according to the fourth aspect of the present invention, even during the upshift in the manual mode, the engine brake is temporarily prohibited until the predetermined time elapses, in addition to the gear shifting operation, and the engagement of the friction engagement element for engine brake is temporarily prohibited. The frictional engagement element is released, and the coupling of the rotating elements in the automatic transmission is released. Therefore, inertia in the automatic transmission, which is added to the inertia of the engine, is reduced. The engine speed can be reduced quickly to reduce the engine speed to near the target input shaft speed after an upshift, and the frictional engagement elements necessary for gear shifting can be engaged at appropriate timings. The occurrence of shift shock can be reliably prevented.

[0016]

BEST MODE FOR CARRYING OUT THE INVENTION An embodiment of the present invention will be described below with reference to the accompanying drawings.

1 to 4 show an example in which the present invention is applied to a four-speed automatic transmission consisting of two sets of planetary gear mechanisms.

First, FIGS. 1 and 2 show the outline of an automatic transmission, which is an automatic transmission 8 connected to an engine 100.
Is a speed change in which a signal from the inhibitor switch 9 in accordance with the operation position of the shift lever 90, a throttle opening TVO from a throttle opening sensor 91 for detecting the accelerator pedal depression amount, and a vehicle speed VSP from a vehicle speed sensor 92 are read. The controller 7 is similar to the conventional example,
The gear shift control is performed based on a predetermined gear shift map according to the vehicle speed VSP and the throttle opening TVO, that is, a command signal GEAR is sent to a gear shift control device to be described later to perform a gear shift operation, and the accelerator pedal is released from the depressed state. Alternatively, when the depression amount is less than a predetermined value (for example, TVO = 3/16), the above-described foot release upshift is performed according to the relationship between the throttle opening TVO and the vehicle speed VSP.

The input shaft 2 of the automatic transmission 8 is connected to the output shaft 1 of the engine 100 via a torque converter 3 having a lockup clutch 3L, and the input shaft 2 and the output shaft 6 of the automatic transmission 8 are connected. Between the first planetary gear mechanism 4 and the second planetary gear 5, and a low and reverse brake is used as a friction engagement element for switching the power transmission paths of the first and second planetary gears 4 and 5. L & R /
B, an overrun clutch OVR / C (engine brake frictional engagement element) and the like are arranged as described later.

The first planetary gear 4 is composed of a sun gear 4S,
The pinion 4P meshing with the ring gear 4R is a simple planetary gear consisting of a carrier 4C rotatably and revolvably supported, and the second planetary gear 5 is also rotatable similarly to the sun gear 5S and the pinion 5P meshing with the ring gear 5R. It is configured as a simple planetary gear composed of a carrier 5C that is supported so as to be able to revolve.

First, the carrier 4C of the first planetary gear 4 is selectively engaged with the input shaft 2 via the high clutch H / C, and the sun gear 4S can be selectively fixed via the band brake B / B. With reverse clutch R / C
Is selectively fastened to the input shaft 2 via.

Further, the carrier 4C has a low-and-reverse brake L & R selectively fixed to the casing side.
/ B is provided, and while transmitting power from the input shaft 2 side to the output shaft 6 side only during acceleration, a low one-way clutch LO / C that blocks power transmission from the output shaft 6 side to the input shaft 2 side Is installed. The carrier 4C is selectively fastened to the input shaft 2 via the high clutch H / C.

The ring gear 4R is integrally connected to the carrier 5C and is also connected to the output shaft 6.

The sun gear 5S of the second planetary gear 5 is connected to the input shaft 2, and the ring gear 5R is selectively engaged with the carrier 4C side through the overrun clutch OVR / C and the forward one-way clutch FO /
C and the forward clutch F / C are arranged, and when the forward clutch F / C is engaged, the forward one-way clutch FO / C operates to transmit power from the input shaft 2 side to the output shaft 6 side only during acceleration. On the other hand, the power transmission from the output shaft 6 side to the input shaft 2 side is blocked.

Among the above-mentioned friction engagement elements, the high clutch H
/ C is engaged when in 3rd speed or higher, and band brake B /
B is engaged in the second speed.

Here, a schematic circuit diagram of a shift control device for performing shift control in the automatic shift mode as described above is shown in FIG. 3, and will be described in detail below with reference to these.

The control of the engagement elements in the first speed is as shown in FIG. 3 in which the manual valve 17, the first and second shift valves 10 and 11 (shift valves), and the overrun clutch control valve (OVR / C.CONT.V) 12 are shown. , Overrun clutch reducing valve (OVR / C.
RED. V) 13, a fast reducing valve (1ST RED.V) 14, a shuttle shift valve 15, and first and second shift solenoids 20 for supplying signal pressures PsolA and PsolB to the first and second shift valves 10 and 11. , 21 and an overrun clutch solenoid 22 for supplying a signal pressure PsolOVR to the overrun clutch control valve 12. The first and second shift solenoids 20 and 21 (SFT / sol) and the overrun clutch solenoid (OVR / Csol)
22 indicates that the signal from the shift control controller 7 is “OF
When "F", the valve is opened to increase each signal pressure, while when the signal from the shift control controller 7 is "ON", the valve is closed to decrease each signal pressure.

First of all, the manual valve 17 has a D range in the automatic shift mode, a 2nd speed range and a 1st range as in the conventional example.
It is equipped with a fixed speed range. Line pressure is supplied to each circuit from the line pressure port 17L communicating with the line pressure circuit 30 according to the shift position of the shift lever 90. The position of the shift lever 90 and each port 17D, 17
The line pressure PL is supplied to I, 17II, 17R.

Note that FIG. 3 shows the case where the 1st speed fixed range is selected by the shift lever. In this 1st speed fixed range, the line pressure PL supplied from the line pressure port 17L is supplied to the D range pressure circuit via the port 17D. 32 and port 17
2 range pressure circuit 33 (P2) and port 17 via II
It is supplied to each one-range pressure circuit 34 (P1) via I.

Further, the first and second shift solenoids 2
0 and 21 change the signal pressures PsolA and PsolB by an ON or OFF signal output from the shift control controller 7 according to the shift stage set by the shift lever,
The first and second shift valves 10 and 11 are controlled to engage and disengage each engaging element to set the shift speed.

For example, in the D range, the shift speed is 1
At high speed, the first and second shift solenoids 20 and 21
Both are ON to engage only the forward clutch F / C, and in the second speed, only the second shift solenoid 21 is ON to engage the forward clutch F / C and the band brake B / B. When the third speed is selected, both the first and second shift solenoids 20 and 21 are turned off.
The forward clutch F / C, the high clutch H / C, and the band brake B / B are engaged as FF.

In the D range, the forward clutch F / C is always engaged as described above, and the throttle opening TVO is equal to or less than a predetermined value (for example, TVO ≦ 3 /
In 16), the overrun clutch OVR / C is selectively engaged.

Next, the spool of the shuttle shift valve 15 for supplying the signal pressure PsolOVR or the pilot pressure Pp to the overrun clutch control valve 12 is connected to the two range pressure circuit 33 at one end which is biased by the spring. While the range pressure P2 is guided, the D range pressure circuit 32 is connected to the other end, and the signal pressure PsolOVR is controlled in the second speed range or the first speed fixed range, and the signal pressure Pp is controlled in the D range. Valve 12
Supply to. Then, the overrun clutch solenoid 22 controls the overrun clutch control valve 12 via the shuttle shift valve 15 by turning the signal pressure PsolOVR ON and OFF.

The overrun clutch solenoid 22 driven by the shift control controller 7 regulates the pilot pressure Pp from the pilot pressure circuit 31 to adjust the signal pressure PsolO.
VR is supplied to the shuttle shift valve 15. While the signal pressure PsolOVR is generated when the overrun clutch solenoid 22 is OFF, the signal pressure is not generated when ON, and when the second speed range or the first speed fixed range is used, Since the two-range pressure P2 or P1 from the two-range pressure circuit 33 is supplied to the shuttle shift valve 15, the overrun clutch control valve 12 operates according to the signal pressure PsolOVR, and the pressure oil from the D-range pressure circuit 32 is supplied. Is supplied to the oil passage 57 via the overrun clutch reducing valve 13.

The overrun clutch reducing valve 13 has a one-range pressure P1 or a two-range pressure P2.
When the first speed fixed range or the second speed range is selected, the pressure oil from the D range pressure circuit 32 supplied to the overrun clutch control valve 12 is supplied to the oil passage 57.

Next, an example of the foot release upshift control in the D range performed by the shift control controller 7 will be described with reference to the flowchart of FIG.

In step S1, the throttle opening T
It is determined from the VO, the vehicle speed VSP, and the shift map (not shown) whether or not the foot is an upshift. If the foot is an upshift, the process proceeds to step S2, and the overrun clutch OVR / C is released. Or not, that is,
The drive signal of the overrun clutch solenoid 22 is OF
It is determined whether or not it is F, and if it is a released state, step S
On the other hand, if it is in the engaged state, the process proceeds to step S3, the drive signal of the overrun clutch solenoid 22 is switched from ON to OFF, and the overrun clutch OV is reached.
After releasing the R / C to prohibit the fastening, step S4
Go to.

Then, in step S4, the process waits until the elapsed time from the start of the foot release upshift (determination in step S1) reaches a predetermined delay time td.

After the elapse of the predetermined delay time td in step S4, in steps S5 and S6, the frictional engagement element SFT / which is necessary for the foot release upshift in the current operating state.
The engagement of C with the overrun clutch OVR / C is started, and the first or second shift solenoid 10, 11 is started.
Is turned on or off depending on the gear position, and at the same time, the overrun clutch solenoid 22 is turned on to complete the foot release upshift.

Therefore, at the time of foot release upshift,
Overrun clutch solenoid 22 and first or second
The drive states of the shift solenoids 20 and 21 are as shown in FIG.

When the foot release upshift is commanded at time t0, the engagement of the overrun clutch OVR / C is prohibited. Therefore, if it is engaged immediately before, it is released, and after a predetermined delay time td elapses. The overrun clutch OVR / C is engaged again, and at the same time, the friction engagement element SFT / C required for upshifting is engaged.

That is, at time t0, the throttle opening TV
Even if O suddenly decreases to near full closure (near 0/8),
The engine speed Ne cannot be rapidly reduced to the target input shaft speed due to inertia.

Therefore, at time t0, the engagement of the overrun clutch OVR / C is prohibited and the disengagement of the overrun clutch OVR / C is once released, so that the coupling of the rotating elements of the automatic transmission 8 is released.
Since the inertia of the automatic transmission 8 that is added to the inertia of the engine 100 is reduced, the engine speed Ne is reduced more rapidly than the conventional example, and the time t1 after the elapse of a predetermined delay time td is reached. In order to reduce the engine speed Ne to near the target input shaft speed, it is possible to engage the friction engagement element SFT / C necessary for gear shifting at an appropriate timing, and from time t1 to time t2. It is possible to reliably prevent the occurrence of a shift shock during the period, and during the shift after the time t1, the overrun clutch OVR /
Since C is engaged, noise due to temporary engagement of the one-way clutch at the time of upshifting can be suppressed, so smooth upshifting can be realized while suppressing shift shock and noise generation. It is possible to improve the drivability of the vehicle equipped with. Then, from time t0 to t1, the overrun clutch O
By once releasing VR / C, the rotational speed of the frictional engagement element of the automatic transmission can be reduced and the inertia can be reduced. Therefore, as in the prior art example, the engine rotational speed drops due to the internal inertia of the automatic transmission. It is possible to prevent the vehicle from stopping on the way, and in particular, it is possible to smoothly perform the foot release upshift in the coast state.

It should be noted that the delay time td may be appropriately changed according to the gear position, the vehicle speed, etc., and the engine speed Ne or the rotary element of the automatic transmission is set to a value which becomes the target value after the upshift. do it.

Here, the automatic transmission 8 having the configuration shown in FIG.
The collinear diagram in the neutral state of is as shown in FIG. 6 and in the first speed in the D range as shown in FIG. 7 (A).

Considering the case of shifting from the first speed to the second speed by the foot release upshift, at time t0 in FIG.
In the state of (A), the overrun clutch OVR / C is released to reduce the engine speed Ne and the first planetary gear mechanism 4
Wait for the rotation speed of the sun gear 4S side to decrease.

The time t1 when the delay time td has passed
Therefore, as shown in FIG. 7B, the overrun clutch OV
At the same time that the R / C is engaged, the band brake B / B is engaged and the upshift from the first speed to the second speed is started.

At this time, since the rotation speed of the first planetary gear mechanism 4 on the sun gear 4S side is sufficiently lowered by the release of the overrun clutch OVR / C, as shown in FIG. Even if the sun gear 4S side is locked by engaging the band brake B / B, which is a rotating element to be stopped, it is possible to suppress the occurrence of shift shock and perform smooth shift control. In this case, the delay time td
May be set to a value at which the rotation speed on the sun gear 4S side is sufficiently reduced.

Further, the foot release upshift from the first speed to the third speed is as shown in FIGS. 8A to 8C, and at time t0 in FIG. By releasing the run clutch OVR / C, the engine speed Ne decreases and the sun gear 4S side speed of the first planetary gear mechanism 4 increases.
That is, it waits for a change from reverse rotation to normal rotation.

The time t1 when the delay time td has passed
Therefore, as shown in FIG. 8B, the overrun clutch OV
At the same time as engaging the R / C, the high clutch H / C is engaged to start an upshift from the first speed to the third speed. At this time, the rotation speed of the first planetary gear mechanism 4 on the side of the sun gear 4S is accompanied by the ring gear 4R and the pinion 4P due to the release of the overrun clutch OVR / C. Therefore, as shown in FIG. Even if the sun gear 4S side is raised to the rotation speed equal to that of the ring gear 4R by the engagement of H / C, the rotation speed is increased to the forward rotation side in advance to suppress the occurrence of a shift shock and perform a smooth shift control. It is possible.

Further, the foot release upshift from the 2nd speed to the 3rd speed is as shown in FIGS. 9 (A) to 9 (C).
9A, the overrun clutch OVR / C is released to wait for the engine speed Ne to drop and the ring gear 5R side speed of the second planetary gear mechanism 5 to rise.

Then, the time t1 when the delay time td has passed
Therefore, as shown in FIG. 8B, the overrun clutch OV
At the same time as engaging the R / C, the high clutch H / C is engaged, while the band brake B / B is released to start the upshift from the second speed to the third speed.

At this time, the rotation speed of the second planetary gear mechanism 5 on the ring gear 5R side is determined by the overrun clutch OVR / C.
8C, the ring gear 5R is raised to the same rotational speed on the carrier 5C side by engaging the high clutch H / C and releasing the band brake B / B as shown in FIG. 8C. However, by increasing the rotation speed in advance, it is possible to suppress the occurrence of shift shock and perform smooth shift control.

In the above embodiment, the shift controller 7 controls the vehicle speed and the accelerator pedal depression amount (=
Although an example in which gear shifting is performed only in the automatic gear shifting mode in which the gear position is determined according to the throttle opening) is shown, although not shown,
When equipped with a manual mode that sets the shift speed according to the driver's operation, if an upshift is commanded while the manual mode is selected, until the predetermined time elapses after the upshift is commanded. By prohibiting the engagement of the frictional engagement element for engine braking in addition to the shift operation, it is possible to perform a smooth upshift as in the above case.

[Brief description of drawings]

FIG. 1 is a schematic configuration diagram of an automatic transmission showing an embodiment of the present invention.

[FIG. 2] Similarly, a skeleton diagram of the automatic transmission.

FIG. 3 is a schematic circuit diagram of a shift control device.

FIG. 4 is a flowchart showing an example of control performed by a shift control controller.

FIG. 5 is a graph showing a state of foot release upshift, which is a graph showing a relationship between throttle opening TVO, ON / OFF states of an overrun clutch solenoid and a shift solenoid, and time.

FIG. 6 is a nomographic chart in a neutral state.

FIG. 7 is a collinear chart showing a state of a foot release upshift from the 1st speed to the 2nd speed in the D range. (A) shows the state of the 1st speed immediately after the start of gear shifting, (B) shows the overrun clutch OVR / While C and the band brake B / B are being engaged, (C) shows a state in which the shift to the second speed has been completed.

FIG. 8 is a collinear chart showing a state of a foot release upshift from the 1st speed to the 3rd speed in the D range. (A) shows the state of the 1st speed immediately after the start of gear shifting, (B) shows the overrun clutch OVR / While C and the high clutch H / C are being engaged, (C) shows the state of ending the shift to the third speed.

9A and 9B are collinear charts showing a state of foot release upshift from the 2nd speed to the 3rd speed in the D range, where FIG. 9A shows the state of the 2nd speed immediately after the start of gear shifting, and FIG. 9B shows the overrun clutch OVR / While C and the high clutch H / C are being engaged, (C) shows the state of ending the shift to the third speed.

FIG. 10 is a graph showing a state of foot release upshift in a conventional example, and is a graph showing a relationship between throttle opening TVO, ON / OFF states of an overrun clutch solenoid and a shift solenoid, and time.

[Explanation of symbols]

OVR / C Overrun clutch F / C Forward clutch H / C High clutch B / B Band brake 4 First planetary gear 5 Second planetary gear 7 Shift control controller 8 Automatic transmission 9 Inhibitor switch 10 First shift valve 11 Second Shift valve 12 Overrun clutch control valve (OV
R / C CNT. V) 13 Overrun clutch reducing valve (O
VR / C RED. V) 14 Fast reducing valve (1stRE
D. V) 15 shuttle shift valve 17 manual valve 20 first shift solenoid (Asol) 21 second shift solenoid (Bsol) 22 overrun clutch solenoid (OVR / Cs)
ol) 30 line pressure circuit 31 pilot pressure circuit 32 D range pressure circuit 91 throttle opening sensor 92 vehicle speed sensor

─────────────────────────────────────────────────── ─── Continuation of front page (51) Int.Cl. ⁷ identification code FI // F16H 59:18 F16H 59:18 59:44 59:44 (58) Fields investigated (Int.Cl. ⁷ , DB name) F16H 61/16 B60K 41/02

Claims (4)

(57) [Claims] 1. A gear shift command means for setting a shift speed based on at least an accelerator pedal depression amount and a vehicle speed, and for instructing an upshift when the accelerator pedal is released or the depression amount is less than a predetermined value. , The engine brake is actuated at the time of engagement, while the engine brake friction engagement element that prohibits the operation of the engine brake at the time of disengagement and the engine brake friction engagement element is accelerated at the time of disengagement.
While transmitting power from the input shaft side to the output shaft side,
One-wheel that blocks the transmission of power from the output shaft side to the input shaft side
A gear clutch, a gear shift control unit that hydraulically engages and disengages a friction engagement element that is preset for each gear stage according to the set gear stage, and the gear shift command unit performs an upshift based on release of an accelerator pedal. When a command is issued, a shift control device for an automatic transmission comprising: a shift delay means for delaying the shift operation of the shift control means until a predetermined time has elapsed, wherein the shift delay means releases or depresses an accelerator pedal. amount prohibit engagement of the frictional engagement element for engine brake in addition to the shift operation until the lapse of the predetermined time since the instruction is upshift due to becomes less than the predetermined value, after the predetermined time, the One-way clutch temporary
For engine braking to prevent noise due to various couplings
Friction required for upshifting at the same time as frictional engagement elements are engaged
A shift control means for an automatic transmission, which starts fastening of a fastening element . 2. The shift delay means delays the shift operation so that the engine speed or the rotation speed of a rotary element of the automatic transmission becomes a rotation speed according to a shift stage after an upshift. The shift control device for an automatic transmission according to claim 1, wherein: 3. The shift delay means sets the predetermined period of time such that the rotational speed of a rotary element locked after an upshift is reduced by the start of a shift. Shift control device for automatic transmission. 4. The shift command means includes a manual mode for setting a shift stage according to a driver's operation. When an upshift is commanded in this manual mode, the delay means commands an upshift. The shift control device for an automatic transmission according to claim 1, wherein, in addition to the shift operation, engagement of the frictional engagement element for engine braking is prohibited until the predetermined time has elapsed after the operation.