JP3785312B2 - Hydraulic control device for automatic transmission - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a hydraulic control device for an automatic transmission, and more particularly to a technique for responding to a re-transmission request during fastening control of a friction engagement element.
[0002]
[Prior art]
2. Description of the Related Art Conventionally, an automatic transmission for a vehicle is configured to switch gears based on a combination of engagement / release of friction engagement elements, and is configured to automatically control engagement / release of friction engagement elements with hydraulic pressure. A transmission is known.
Further, in the automatic transmission configured as described above, the control when the next shift command (re-shift) is generated between the first shift command and the end of the shift is disclosed in JP-A-10-103497. There was something,
In the one disclosed in Japanese Patent Application Laid-Open No. 10-103497, when the gear shift corresponding to the first gear shift command has already started, that is, the hydraulic pressure supply operation to the engagement side and the disengagement side friction based on the first gear shift command. When the operation of releasing the hydraulic pressure from the engagement element is started, the shift control based on the next shift command is performed after the end of the shift control based on the first shift command in order to prevent the occurrence of a shift shock or the like. It is like that.
[0003]
[Problems to be solved by the invention]
However, as described above, if the shift control based on the re-shift command cannot be executed until the shift control based on the first shift command is completed, for example, when the driver greatly depresses the accelerator and the downshift is performed, the driver There was a problem that the shift timing was delayed from the intention of the present.
[0004]
The present invention has been made in view of the above problems, and in particular, when a frictional engagement element that is required to be engaged by the first shift command needs to be engaged even by the next shift command, the friction engagement element that is engaged. By making it possible to adapt the engagement pressure of the coupling element to the re-shift command, it avoids the occurrence of a shift shock and responds to the re-shift command from the middle without waiting for the end of the shift control by the first shift command. It is an object of the present invention to provide a hydraulic control device for an automatic transmission that can perform shift control.
[0005]
[Means for Solving the Problems]
Therefore, according to the first aspect of the present invention, a re-transmission command different from the shift command is generated during the engagement control of the friction engagement element based on the shift command, and the friction engagement during the engagement control is also generated in the re-transmission command. When the coupling element is required to be engaged, the engagement instruction oil pressure is switched to the engagement instruction oil pressure required in response to the re-transmission command, and the engagement control is continued.
[0006]
According to this configuration, for example, the same friction engagement element is required to be engaged while the friction engagement element (for example, the low clutch) that has been released at the fifth speed is controlled to be engaged in accordance with the downshift request to the fourth speed. When a downshift request to the third speed is generated, the engagement instruction hydraulic pressure required from the fifth speed to the fourth speed is switched to the engagement instruction hydraulic pressure required from the fifth speed to the third speed, and the engagement control is continued.
[0007]
Even when the same frictional engagement element is engaged, the request for the engagement pressure differs depending on the gear position, so that the hydraulic pressure controlled in response to the first gearshift command is changed to the control oil pressure in response to the gearshift command. After the switching and re-transmission command is generated, the engagement hydraulic pressure is controlled with the characteristic corresponding to the re-transmission command, so that the engagement pressure of the friction engagement element to be engaged is adapted to the re-transmission command during the engagement.
[0008]
The invention according to claim 2 is a configuration in which the engagement instruction hydraulic pressure is controlled in accordance with a sharing ratio for each friction engagement element of the transmission torque capacity corresponding to the input shaft torque of the transmission, and the sharing according to the type of the shift. The hydraulic pressure is switched according to the difference in ratio.
According to such a configuration, for example, when the sharing ratio in the re-shift command is smaller than the sharing ratio of the engagement-side frictional engagement element in the first shift command, the engagement instruction hydraulic pressure is associated with the decrease in the sharing ratio. Then, the engagement control is continued in accordance with the sharing ratio in the re-transmission command.
[0009]
The invention according to claim 3 is configured to change the engagement instruction oil pressure stepwise to the oil pressure required in response to the re-transmission command.
According to this configuration, with the occurrence of the re-shift command, the step is immediately changed to the engagement command oil pressure required in response to the re-shift command, and the engagement control at the command oil pressure corresponding to the re-shift command is started.
[0010]
The invention according to claim 4 is configured such that the engagement instruction hydraulic pressure is gradually changed to a hydraulic pressure required in response to the re-shift command in a predetermined time.
According to this configuration, when a re-transmission command is generated, the change is accompanied by the re-transmission command by gradually changing the engagement instruction oil pressure at that time from the engagement instruction oil pressure required in response to the re-transmission command in a predetermined time. Makes the switching of the fastening instruction oil pressure smooth.
[0011]
According to a fifth aspect of the invention, the predetermined time is set longer as the input shaft torque of the transmission is larger.
According to this configuration, when the input instruction torque is large when the engagement instruction oil pressure is changed to the oil pressure required in response to the re-transmission instruction at a speed according to the input shaft torque of the transmission (generated torque of the engine) It takes a longer time to change to the required hydraulic pressure in response to the re-shift command.
[0012]
【The invention's effect】
According to the first aspect of the present invention, when the re-shift command is generated, the engagement control is continued after switching to the engagement instruction hydraulic pressure required corresponding to the re-shift command. The control is switched to the control suitable for the re-shift command, and the re-shift can be performed without waiting for the end of the first shift, and the shift can be performed at a timing suitable for the driver's intention. Since switching to the hydraulic pressure corresponding to the change in the type of shift is made, there is an effect that it is possible to avoid the occurrence of a shift shock or the like due to non-conformance of the hydraulic pressure.
[0013]
According to the second aspect of the present invention, the engagement instruction hydraulic pressure is switched in response to the difference in the share ratio of the transmission torque capacity required for each gear position. There is an effect that can be.
According to the third aspect of the invention, there is an effect that it is possible to easily change the engagement instruction hydraulic pressure accompanying the generation of the re-shift command.
[0014]
According to the fourth aspect of the present invention, there is an effect that it is possible to smoothly change the engagement instruction hydraulic pressure accompanying the generation of the re-transmission command, and to avoid the occurrence of a shock due to a sudden change in the engagement instruction hydraulic pressure.
According to the fifth aspect of the invention, since the engagement instruction hydraulic pressure is changed at a speed corresponding to the input shaft torque at that time, it is possible to cope with the re-transmission instruction while avoiding the occurrence of a shock due to a sudden change in the engagement instruction hydraulic pressure. Thus, there is an effect that it is possible to quickly switch to the required engagement instruction hydraulic pressure.
[0015]
DETAILED DESCRIPTION OF THE INVENTION
Embodiments of the present invention will be described below.
FIG. 1 shows a gear transmission train of an automatic transmission for a vehicle to which a hydraulic control device according to the present invention is applied. An engine output torque is input to an input shaft I through a torque converter, and the automatic transmission Is transmitted to the drive wheels via the output shaft O.
[0016]
In FIG. 2, three first, second, and third planetary gear sets G1, G2, and G3 are arranged coaxially between the input and output shafts I and O.
The three first, second, and third planetary gear sets G1, G2, and G3 include first, second, and third sun gears, first, second, and third ring gears, first, second, and third, respectively. It is a simple planetary gear set consisting of carriers.
[0017]
The first sun gear is coupled to the input shaft I, the second and third sun gears can be coupled to the input shaft I by the low clutch L / C, and the second carrier is coupled to the input shaft I by the high clutch H / C. Make it possible.
The first carrier and the second ring gear are integrally engaged and can be fixed by the second brake 2 / B, and the first ring gear can be fixed by the third speed / 5th speed / reverse band brake 35R / B.
[0018]
Further, the second carrier is further integrally coupled to the third ring gear and can be fixed by the low reverse brake LR / B, and is rotated in the direction opposite to the input shaft I by the low one-way clutch L / OWC.
The gear transmission train can be selected from forward 1st to 5th and reverse gears by a combination of engagement (indicated by a circle) and release (no symbol) of the friction engagement elements shown in FIG.
[0019]
FIG. 3 is a shift control hydraulic circuit for the gear transmission train shown in FIG. 1, thereby achieving the engagement logic of FIG.
The manual valve 10 regulates the pressure from the pressure source 11 and outputs the line pressure PL output to the circuit 12 to the port 10D in the D range, to the ports 10D and 10I in the I range, and to the port 10R in the R range. In the N range, all the ports are drained without connecting the line pressure circuit 12 to any port.
[0020]
A constant pilot pressure is supplied by a circuit 17 to the first, second and third duty solenoid valves 13 to 15 and the solenoid switching valve 16. This pilot pressure is produced by the pilot valve 18 reducing the line PL to a constant value.
The duty solenoid valves 13 to 15 are further connected with a forward pressure circuit 19 connected to the manual valve port 10D, and this circuit 19 is further connected to the engagement chamber LCA of the low clutch L / C.
[0021]
The duty solenoid valves 13 to 15 maintain the illustrated position where all the pilot pressures into the chambers 13a, 14a and 15a are drained at a duty of 0% and drain the circuits 20 to 22, and the duty is increased toward 100%. As a result, the pressure in the chambers 13a, 14a, and 15a increases until the same value as the pilot pressure is reached, and the pressure in the circuits 20 to 22 is increased until the pressure in the chambers 20 to 22 becomes the same value as the line pressure of the forward pressure circuit 19.
[0022]
When the solenoid switching valve 16 is turned on, the pilot pressure of the circuit 17 is supplied to the switching valves 23 and 24 to cause the valves to move right in the figure, and when the solenoid switching valve 16 is turned off, the switching valves 23 and 24 are set to the illustrated positions. .
The switching valve 23 communicates the circuit 20 to the circuit 25 at the illustrated position, and communicates the circuit 20 to the circuit 26 in the right-hand direction. Further, the switching valve 24 passes the second brake 2 / B to the circuit 25 and the high clutch H / C to the drain port 24a at the illustrated position, respectively, and when on the right, the second brake 2 / B to the drain port 24a It is assumed that H / C is connected to the output port of the shuttle valve 27, respectively.
[0023]
One input port of the shuttle valve 27 is connected to a circuit 26, and this circuit 26 is also connected to the fifth speed of the band brake 35R / B and the reverse engagement chamber 5RA via the release chamber LCR of the low clutch L / C and the switching valve 28. Let
The other input port of the shuttle valve 27 is connected to the circuit 22, and the circuit 22 and the circuit 25 are connected to the 2nd and 4th speed release chamber 24R of the band brake 35R / B through the shuttle valve 29, and the 3rd speed of the band brake is connected. -The circuit 21 is connected to the reverse fastening chamber 3RA.
[0024]
The port 10I of the manual valve 10 is connected via the I range pressure reducing valve 30 to the first speed engagement chamber 1A of the low reverse brake LR / B.
The port 10R of the manual valve 10 is connected to the reverse engagement chamber RA of the low reverse brake LR / B by the circuit 31 and is connected to the fifth speed / reverse engagement chamber 5RA of the band brake 35R / B via the switching valve 28. .
[0025]
The controller 40 shown in FIG. 4 controls the valves 13 to 16 so as to be a combination of fastening and releasing of the friction engagement elements corresponding to the required shift speed.
The control unit 40 detects a signal from an input torque sensor 41 that detects an input shaft torque of the transmission, a signal from an output rotation sensor 42 that detects a transmission output rotational speed No, and an engine throttle opening TH. The throttle sensor 43 to be input is input.
[0026]
Next, the shifting operation in the D range in the automatic transmission will be described.
"First speed"
When the manual valve 10 is set to the D range in hope of traveling forward, the line pressure PL of the circuit 12 is output to the port 10D. This line pressure reaches the engagement chamber LCA of the low clutch L / C from the port 10D through the circuit 19, and engages the low clutch L / C.
[0027]
On the other hand, if the traveling state in which the first speed is to be selected, the controller 40 in FIG. 4 sets the duty solenoid valves 13 to 15 to 0% duty and turns off the solenoid switching valve 16. Accordingly, the circuits 20 to 22 are brought into the non-pressure state, and the switching valves 23 and 24 are set to the illustrated positions. Therefore, the release chamber LCR of the low clutch L / C, the second brake 2 / B, the high clutch H / C, and the band brake 35R. All rooms 3RA, 5RA, 24R of / B are drained. Accordingly, only the low clutch L / C is engaged in the automatic transmission, and the first speed is selected.
"2nd speed"
When the second speed is selected in the first speed state of the D range, the controller 40 gradually increases the duty of the duty solenoid valve 13 to generate pressure in the circuit 20 and gradually increase the pressure. . The pressure of the circuit 20 reaches the second brake 2 / B through the switching valves 23 and 24, and the second brake 2 / B is gradually engaged to perform an upshift to the second speed.
"3rd speed"
When an operation state in which the third speed is to be selected in the second speed state, the controller 40 decreases the duty of the duty solenoid valve 13 to lower the pressure of the circuit 20 (second brake 2 / B), and the duty solenoid valve 14 The duty is gradually increased, pressure is generated in the circuit 21 (the chamber 3RA of the band brake 35R / B), and the pressure is gradually increased. As a result, the second brake 2 / B is released and the upshift to the third speed is performed by changing the friction element to which the band brake 35R / B is engaged.
[0028]
During the shift from the second speed to the third speed, the engagement pressure of the second brake 2 / B to be released and the engagement pressure of the band brake 35R / B to be engaged are individually controlled by the duty solenoid valves 13 and 14, respectively. The release timing of the second brake 2 / B and the engagement timing of the band brake 35R / B can be optimally controlled freely according to the driving state.
"4th speed"
When the fourth speed is selected in the third speed selection state, the controller 40 turns on the solenoid switching valve 16 to switch the switching valves 23 and 24 to the right row position in the figure by the pilot pressure from the circuit 17, respectively. The duty of the duty solenoid valve 14 is gradually decreased to lower the pressure of the circuit 21 (pressure in the fastening chamber 3RA of the band brake 35R / B) and the duty of the duty solenoid valve 15 is gradually increased to increase the pressure of the circuit 22 (shuttle valve). 27, the engagement pressure reaching the high clutch H / C via the switching valve 24 is gradually increased. As a result, the band brake 35R / B is released, and the upshift to the fourth speed is performed by changing the friction element to which the high clutch H / C is engaged.
[0029]
Even during the shifting from the 3rd speed to the 4th speed, the engagement pressure in the chamber 35A of the band brake 35R / B to be released and the engagement pressure of the high clutch H / C to be engaged are individually controlled by the duty solenoid valves 14 and 15, respectively. Can be controlled.
"5-speed"
When an operation state in which the fifth speed is selected in the fourth speed selection state, the controller 40 decreases the duty of the duty solenoid valve 15 to lower the pressure of the circuit 22 and increases the duty of the duty solenoid valve 13 to increase the duty of the circuit 20. Increase the pressure.
[0030]
The pressure drop in the circuit 22 attempts to release the high clutch H / C, but instead the pressure in the circuit 20 reaches the high clutch H / C via the switching valve 23, shuttle valve 27, circuit 26 and switching valve 24, Continue to engage the high clutch H / C.
At the same time, the pressure reaching the circuit 26 reaches the release chamber LCR of the low clutch L / C, and the low clutch L / C is released when the pressure receiving area of this chamber is larger than the pressure receiving area of the chamber LCA.
[0031]
The pressure of the circuit 26 further passes through the switching valve 28 to the fastening chamber 5RA of the band brake 35R / B, and the release chamber 24R of the brake is drained due to the pressure drop of the circuit 22, so that the band brake 35R / B is fastened. . As a result, an upshift to the fifth speed is performed.
The 5 → 4 downshift, the 4 → 3 downshift, the 3 → 2 downshift, and the 2 → 1 downshift are also controlled by the corresponding control of the duty solenoid valves 13 to 15 and the solenoid switching valve 16. The procedure is the reverse of the upshift.
[0032]
By the way, in the automatic transmission having the above configuration, the ratio of transmission torque capacity corresponding to the input shaft torque of the transmission before and after the shift is determined in advance for each friction engagement element for each type of shift. Controls the engagement / release of each friction engagement element in accordance with the sharing ratio.
Specifically, for example, as shown in FIG. 5, the fastening pressure of the engagement side frictional engagement element is raised to the vicinity of the critical pressure of engagement / release by precharging, while the engagement pressure (transmission of the release side frictional engagement element is transmitted. The torque capacity is reduced from the value at the time of non-shifting to a release initial pressure (> critical pressure) corresponding to the transmission torque indicated by input shaft torque Tt × torque sharing ratio OB (sharing ratio before shifting).
[0033]
Then, the engagement pressure of the disengagement side frictional engagement element is changed from the initial release pressure to a target pressure (<critical pressure) corresponding to a transmission torque represented by input shaft torque Tt × torque sharing ratio OA (sharing ratio after shifting). At the same time, the engagement pressure (transmission torque capacity) of the engagement side frictional engagement element is controlled from the critical pressure to the input shaft torque Tt × torque sharing ratio CA (sharing ratio after shifting). Control is performed so as to increase to a target hydraulic pressure (> critical pressure) corresponding to the transmission torque indicated by
[0034]
Note that the ratio of the torque transmitted to the drive wheels via the low clutch L / C differs between the fourth speed and the third speed even when the same low clutch L / C is engaged. As a value of a sharing ratio CA (sharing ratio after shifting) that determines the input shaft torque Tt × CA, which is the hydraulic target of the low clutch L / C, at the time of downshifting and at the time of downshifting from 5th gear to 3rd gear. Different values are set.
[0035]
Here, in this embodiment, for example, during a shift based on a 5th speed → 4th speed shift command, a re-shift command that requires the same friction engagement element to be fastened, such as a 5th speed → 3rd speed shift command, is issued. When this occurs, the engagement instruction oil pressure is switched in accordance with the difference in the sharing ratio to continue the engagement control, and the shift from the fifth speed to the third speed is changed from the middle.
[0036]
Specifically, the engagement instruction hydraulic pressure is controlled as shown in the flowchart of FIG.
First, in step S1, it is determined whether or not the friction engagement element is being changed based on the shift command.
Changing the friction engagement element is a period in which the hydraulic pressure of the engagement side friction engagement element is increased from the critical pressure toward the engagement target.
[0037]
If it is determined that the change is being made, the process proceeds to step S2 to determine whether or not a re-shift command has been issued.
When the re-shift command is generated, the process proceeds to step S3, and it is determined whether or not the friction engagement element that is required to be engaged by the first shift command and the friction engagement element that is required to be engaged by the re-change command are the same. Determine.
[0038]
For example, when the low clutch L / C is engaged according to the 5th speed → 4th speed shift command, and the 5th speed → 3rd speed re-shift command is generated, the same low clutch L is also applied to the re-shift command. Since the engagement of / C is required, the friction engagement element that is required to be engaged by the first shift command and the friction engagement element that is required to be engaged by the re-shift command are the same in step S3. It will be determined.
[0039]
When it is determined in step S3 that the friction engagement element that is required to be engaged by the first shift command is different from the friction engagement element that is required to be engaged by the re-shift command, a re-shift command is not generated. Similarly, the process proceeds to step S6, and the shift control based on the first shift command is continued as it is.
Accordingly, when it is determined that the friction engagement element that is required to be engaged by the first shift command is different from the friction engagement element that is required to be engaged by the re-shift command, the shift corresponding to the first shift command is completed. After that, a shift corresponding to the re-shift command is performed.
[0040]
On the other hand, if it is determined in step S3 that the friction engagement element that is required to be engaged by the first shift command and the friction engagement element that is required to be engaged by the re-shift command are the same, step S4 is performed. Proceed to
In step S4, the engagement instruction oil pressure PB corresponding to the re-transmission command is calculated based on the instruction oil pressure PA (engagement instruction oil pressure) of the engagement side frictional engagement element at that time.
[0041]
Here, taking as an example the case where a 5th speed → 3rd speed re-shift command is generated during a shift based on a 5th speed → 4th speed shift command, the sharing ratio required for the low clutch L / C during the shift is: Unlike the 5th gear → 4th gear shift and the 5th gear → 3rd gear shift, the share ratio after shifting required for the low clutch L / C at the 5th gear → 4th gear shift is the CA4th, and the low speed during the 5th gear → 3rd gear shift is low. If the share ratio after shifting required for the clutch L / C is CA3rd,
The engagement instruction oil pressure PB corresponding to the re-shift command is PA, where the instruction oil pressure of the engagement side frictional engagement element based on the first shift instruction is PA.
PB = (CA3rd × PA) / CA4th
As required.
[0042]
In step S5, the engagement instruction oil pressure is changed stepwise from the instruction oil pressure PA of the engagement side frictional engagement element based on the first gear change instruction to the engagement instruction oil pressure PB corresponding to the re-transmission instruction. The engagement instruction oil pressure is gradually increased at the rising speed when the oil pressure is increased to the target oil pressure determined by the sharing ratio corresponding to the re-transmission command at the predetermined time t, and the engagement control is continued (see FIG. 7).
[0043]
By switching the engagement instruction hydraulic pressure, the engagement side frictional engagement element is switched from the middle to the control corresponding to the re-transmission command. After the re-transmission command is generated, the fifth speed → 3 Since the engagement command hydraulic pressure increases and changes in the same manner as in the case of shifting at a high speed, the hydraulic pressure of the engagement-side frictional engagement element may become excessive or insufficient even if the type of shift is switched as the re-shift command is generated. Therefore, it is possible to respond to the re-shift command without causing a shift shock.
[0044]
Therefore, the shift corresponding to the re-shift command can be performed without waiting for the completion of the shift corresponding to the first shift command, and a shift suitable for the driver's intention can be realized.
In order to respond to the re-transmission command, it is necessary to switch the object to be released in parallel with the control of the instruction hydraulic pressure of the above-mentioned engagement side frictional engagement element. If a 5th speed → 3rd speed re-transmission command is generated during the shifting based on the speed change, the band brake 35R / B release control is switched to the high clutch H / C release control in accordance with the re-transmission command. .
[0045]
In the above-described embodiment, the engagement instruction hydraulic pressure is switched stepwise in response to the re-transmission command. However, the engagement instruction oil pressure corresponding to the first shift instruction is smoothly changed to the engagement instruction oil pressure corresponding to the re-transmission instruction. A second embodiment having such a configuration that can be changed to switch the fastening finger hydraulic pressure without shock will be described with reference to the flowchart of FIG.
[0046]
In the flowchart of FIG. 8, the processing at each step from step S11 to step S14 is the same as step S1 to step S4 of the flowchart of FIG. 6, and the processing of step S19 is the same as step S6 of the flowchart of FIG. This is the same and will not be described.
When the engagement instruction oil pressure PB is obtained in response to the re-transmission command in step S14, in step S15, the time t1 during which the engagement instruction oil pressure PA is changed from the current engagement instruction oil pressure PA to the oil pressure corresponding to the re-transmission instruction in step S15. Is determined based on the input shaft torque at that time.
[0047]
The time t1 is set to a longer time as the input shaft torque of the transmission is larger.
In step S16, the engagement instruction oil pressure PC after the time t1 when the oil pressure is increased at a speed corresponding to the re-shift command using the engagement instruction oil pressure PB as an initial pressure is calculated (see FIG. 9).
[0048]
The increase speed of the hydraulic pressure corresponding to the re-transmission command is that when the re-transmission finger command is from the fifth speed to the third speed, it is increased from the critical pressure to the target oil pressure determined by the torque sharing ratio CA3rd at a predetermined time t. Ascending speed.
In step S17, the change speed of the oil pressure when changing from the engagement instruction oil pressure PA based on the first shift instruction to the engagement instruction oil pressure PC at time t1 is calculated.
[0049]
In step S18, a process for gradually decreasing the command hydraulic pressure from the engagement command hydraulic pressure PA is performed according to the speed calculated in step S17. The engagement instruction hydraulic pressure is increased at the hydraulic pressure increase speed corresponding to the command (see FIG. 9).
In the second embodiment, the engagement instruction oil pressure PA is changed at a constant speed from the engagement instruction oil pressure PA to the engagement instruction oil pressure PC. The fastening instruction hydraulic pressure may be changed more smoothly, for example, by slowing down the change speed after sufficiently approaching.
[Brief description of the drawings]
FIG. 1 is a skeleton diagram showing a gear transmission train of an automatic transmission.
FIG. 2 is a diagram showing a logical table of friction engagement elements in the gear transmission train.
FIG. 3 is a circuit diagram showing a hydraulic circuit of the gear transmission train.
FIG. 4 is a block diagram showing a control system of the hydraulic circuit.
FIG. 5 is a time chart showing switching of friction engagement elements by hydraulic control in the embodiment.
FIG. 6 is a flowchart showing a first embodiment of control when a re-shift command is generated.
FIG. 7 is a time chart showing control characteristics in the first embodiment.
FIG. 8 is a flowchart showing a second embodiment of control when a re-shift command is generated.
FIG. 9 is a time chart showing control characteristics in the second embodiment.
[Explanation of symbols]
I ... Input shaft O ... Output shaft G1 ... First planetary gear set G2 ... Second planetary gear set G3 ... Third planetary gear set L / C ... Low clutch H / C ... High clutch
35R / B ... Band brake 2 / B ... Second brake LR / B ... Low reverse brake L / OWC ... Low one-way clutch 10 ... Manual valve 11 ... Pressure source 13 ... Duty solenoid valve 14 ... Duty solenoid valve 15 ... Duty solenoid valve 16 ... Solenoid switching valve 40 ... Controller 41 ... Input torque sensor 42 ... Output rotation sensor 43 ... Throttle sensor

Claims (5)

A hydraulic control device for an automatic transmission that hydraulically controls engagement / release of a friction engagement element,
When a re-shift command different from the shift command is generated during the engagement control of the friction engagement element based on the shift command, and the engagement of the friction engagement element during the engagement control is also requested in the re-shift command. In addition, the hydraulic control device for an automatic transmission is characterized in that the engagement instruction oil pressure is switched to the engagement instruction oil pressure required in response to the re-shift command and the engagement control is continued. The tightening instruction hydraulic pressure is controlled in accordance with the sharing ratio for each friction engagement element of the transmission torque capacity corresponding to the input shaft torque of the transmission, and the hydraulic pressure is adjusted according to the difference in the sharing ratio depending on the type of shift. 2. The hydraulic control device for an automatic transmission according to claim 1, wherein switching is performed. The hydraulic control device for an automatic transmission according to claim 1 or 2, wherein the engagement instruction hydraulic pressure is changed stepwise to a hydraulic pressure required in response to a re-shift command. 3. The hydraulic control device for an automatic transmission according to claim 1, wherein the engagement instruction hydraulic pressure is gradually changed to a hydraulic pressure required in response to a re-shift command in a predetermined time. 5. The hydraulic control device for an automatic transmission according to claim 4, wherein the predetermined time is set longer as the input shaft torque of the transmission is larger.

Images