JP3827254B2 - Gearbox control device for automatic transmission - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a shift speed control device for an automatic transmission.
[0002]
[Prior art]
  A conventional shift stage control device for an automatic transmission is disclosed in Japanese Patent Application Laid-Open No. 60-231056. The automatic transmission gear stage control apparatus shown here selects an arbitrary rotating element by acting with an input shaft to which engine rotational force is input, an output shaft for outputting rotational power to a drive shaft, and hydraulic pressure. This changes the gear ratio between the input shaft and the output shaft.frictionA fastening element and a detecting device for detecting the rotational speed of the rotating element whose rotational speed changes during gear shifting, and the rate of change of the rotational speed detected by the detecting device follows a preset target rate of change. SaidfrictionThe hydraulic pressure to the fastening element is controlled, and the hydraulic pressure is maintained at a level equal to or higher than a preset minimum hydraulic pressure that changes with a shift time.
[0003]
[Problems to be solved by the invention]
  However, in the conventional automatic transmission gear stage control device as described above, even if the hydraulic pressure is controlled,frictionIn some cases, the sliding of the fastening element cannot be completed within a specified time. In this case, at the initial stage of the slip,frictionBecause the sliding of the fastening element cannot be stopped,frictionThe durability of the fastening element may be reduced.
  The present invention is to solve such problems.
[0004]
[Means for Solving the Problems]
  In order to achieve the above object, the invention described in claim 1 among the present invention is:In a shift control device for an automatic transmission that is set to a plurality of shift stages according to a combination of engagement and release of a plurality of friction engagement elements,
  The gear position detecting means (550) for detecting the current gear position, or indicating from what speed to what speed.Shift typeKindShift type to detectKindDetection means (510);
  Check that there is slippage in the fastened friction fastening element.Slip judging means for judging (530);
  Corresponding to each shift stage, a shift stage in which the torque sharing ratio of the frictional engagement element fastened at the shift stage is reduced from the shift stage, or a shift stage that releases the frictional engagement element fastened at the shift stage The second forced shift destination shift stage is stored as the first forced shift destination shift stage, and the shift stage that releases the frictional engagement element that is engaged in common with the shift stage and the first forced shift destination shift stage. Forced shift destination shift speed storage means for storing as
  The fact that a slip has occurred in the fastening element fastened at the current shift speed, or that a slip has occurred in the friction engagement element fastened at the speed shift destination corresponding to the speed change type,Slip judgment meansButto decideAnd the first forced shift destinationForce shift to gearIn addition, when slippage occurs in the frictional engagement element that is also engaged in the first forced shift destination shift stage, the second forced shift destinationForcibly shifting means (540) for forcibly shifting to a gear position;
WithIt is characterized by that.
[0005]
  As a result, the slip judging meansFastened frictionFastening elementInSlipHas occurredAnd by forced shift meansIn advanceIs setFirst forced shift destinationForce shift to the gear positionIn addition, if slippage occurs in the friction engagement element that is also engaged in the first forced shift destination shift stage, the shift is forced to the second forced shift destination shift stage.SofrictionThe sliding of the fastening element can be completed in a short time,frictionA decrease in durability of the fastening element can be prevented.
[0006]
  Moreover, invention of Claim 2 among this invention isIn a shift control device for an automatic transmission that is set to a plurality of shift stages according to a combination of engagement and release of a plurality of friction engagement elements,
  CurrentShift speed detecting means (550) for detecting the shift speedAlternatively, a shift type detecting means (510) for detecting a shift type indicating from what speed to what speed.When,
  Fastened frictionFastening elementInSlipHas occurredSlip judgment means to judge(530)When,
  Corresponding to each shift stage, a shift stage in which the torque sharing ratio of the frictional engagement element fastened at the shift stage is reduced from the shift stage, or a shift stage that releases the frictional engagement element fastened at the shift stage The second forced shift destination shift stage is stored as the first forced shift destination shift stage, and the shift stage that releases the frictional engagement element that is engaged in common with the shift stage and the first forced shift destination shift stage. Forced shift destination shift speed storage means for storing as
  When the slip determining means determines that a slip has occurred in the fastening element fastened at the current shift speed or that a slip has occurred in the friction engagement element fastened at the shift speed of the shift destination corresponding to the shift type, An operating pressure increasing means (570) for increasing an operating oil pressure for fastening the fastened frictional engagement element;
  Even after the operating pressure increasing means has been operated, it is confirmed that slipping has occurred in the engaged frictional engagement element.Slip judgment meansButJudgmentThen, the first forced shift destinationForce shift to gearAnd the friction that is also engaged in the first forced shift destination gear stage.Fastening elementIf a slip occurs, the second forced shift destinationForced shift means (540) for forcibly shifting to the gear position;,
ThePreparedIt is characterized by that.
[0007]
  ThisThe slip judging means judges that slip has occurred in the fastened friction engagement element, and the operating pressure supplied to the friction fastening element is raised by the operating pressure raising means to forcibly increase the fastening force of the friction fastening element. Therefore, the sliding of the frictional engagement element can be eliminated, and the durability can be prevented from being lowered.
  Even after the operating pressure increasing means is operated,SlipThe slip judging meansJudgmentThenBy forced shift meansWhat, PresetFirst forced shift destination gearForced to shiftIn addition, if slippage occurs in the friction engagement element that is also engaged in the first forced shift destination shift stage, the shift is forced to the second forced shift destination shift stage.SofrictionThe sliding of the fastening element can be completed in a short time, and a decrease in the durability of the frictional fastening element can be prevented.
[0008]
  The invention according to claim 3 is the invention according to claim 1 or 2, wherein the gear position detecting means (550),
  A stationary gear ratio storage means for storing a stationary gear ratio (ic) set in advance corresponding to each gear;
  An input shaft rotation speed sensor (309) for detecting an input shaft rotation speed of the automatic transmission;
  An output shaft rotational speed sensor (330) for detecting an output shaft rotational speed of the automatic transmission;
  Means for determining an actual gear ratio (i) from the input shaft rotation speed and the output shaft rotation speed;
  The slip determining means (530) has a predetermined difference between the actual gear ratio (i) and the actual gear ratio (i) corresponding to the gear position detected by the gear position detecting means (550). It is characterized in that it is determined that a slip has occurred when it is larger than the allowable error (e).
[0009]
  As a result, the actual gear ratio i is obtained from the detected input shaft rotational speed and output shaft rotational speed, and the steady-state gear ratio i at the detected gear stage is obtained. _c And whether it is larger than the allowable error e can be determined whether or not slipping has occurred.
[0010]
  The invention according to claim 4 is the invention according to any one of claims 1 to 3, wherein the shift type detecting means (510),
  Means for measuring the elapsed time during the shift from the start of the shift;
  Setting time storage means for storing a preset setting time corresponding to each shift type,
  The slip judging means (530) compares the set time corresponding to the shift type detected by the shift type detecting means (510) with the elapsed time, and when the elapsed time is longer than the set time. It is characterized by judging that slip has occurred.
[0011]
  This compares the preset set time required for shifting with the detected shift type and the measured elapsed time to determine whether the elapsed time is longer than the set time. By doing so, it can be determined whether or not slipping has occurred.
[0012]
  Further, the present invention claims5The invention described in claim 1Or any one of 4In the described invention,SecondForced shiftFastened friction even at the previous gearFastening elementInSlipSaid slip judging meansJudgmentThen, the frictionFastening elementActuateOperationoilHydraulic pressure supply stopping means (560) for stopping the supply of pressurePrepareIt is characterized by that.
[0013]
  If slipping occurs even if there is no gear to be forcibly shifted, use hydraulic pressure supply stop means.frictionCut the working pressure on the fastening element,frictionFastening elementsreleaseTo makefrictionThe seizure of the fastening element can be avoided to prevent the durability from being lowered, and the damage to other internal parts can be prevented from spreading.
[0016]
  Further, among the present inventions, the invention according to claim 6 is the invention according to claim 1.Or any one of 5In the described invention, the slip judging means (530)FrictionFastening elementInSlipWhen has occurredWhen judged, an abnormality notification means (580) for notifying the driver of the abnormality and a failure content storage means (590) for storing the failure content.WithIt is characterized by that.
[0017]
By notifying the driver of the abnormality by the abnormality notification means 580, the driver can be urged to cope with the abnormality, and by storing the failure content by the failure content storage means 590, it is easy for the mechanic to know the failure content. I can inform you.
In addition, the code | symbol in the said parenthesis shows the corresponding member of embodiment mentioned later.
[0018]
DETAILED DESCRIPTION OF THE INVENTION
Embodiments of the present invention will be described below with reference to FIGS.
First, before describing the gear stage control device for an automatic transmission according to the present invention, an example of an automatic transmission to which the gear stage control device for an automatic transmission according to the present invention can be applied will be described with reference to FIGS. explain.
FIG. 2 is a skeleton diagram of a power transmission mechanism of an automatic transmission with four forward speeds and one reverse speed with overdrive. This power transmission mechanism transmits torque from the engine output shaft 12 via a torque converter 10. Input shaft 13, output shaft 14 for transmitting the driving force to the final drive device, first planetary gear set 15, second planetary gear set 16, reverse clutch 18, high clutch 20, forward clutch 22, overrunning clutch 24, low and A reverse brake 26, a band brake 28, a low one-way clutch 29, and a forward one-way clutch 30 are provided. The torque converter 10 incorporates a lockup clutch 11. The first planetary gear set 15 is composed of a sun gear S1, an internal gear R1, and a carrier PC1 that supports a pinion gear P1 that meshes simultaneously with both gears S1 and R1, and the second planetary gear set 16 is a sun gear. It comprises S2, an internal gear R2, and a carrier PC2 that supports a pinion gear P2 that meshes simultaneously with both gears S2 and R2. The carrier PC1 can be connected to the input shaft 13 via the high clutch 20, and the sun gear S1 can be connected to the input shaft 13 via the reverse clutch 18. The carrier PC1 can be connected to the internal gear R2 via the forward clutch 22 and the forward one-way clutch 30 connected in series to the forward clutch 22 or the over-running clutch 24 arranged in parallel to the forward clutch 22 and the forward one-way clutch 30. It is. The sun gear S2 is always connected to the input shaft 13, and the internal gear R1 and the carrier PC2 are always connected to the output shaft 14. The low and reverse brake 26 can fix the carrier PC1, and the band brake 28 can fix the sun gear S1. The low one-way clutch 29 is arranged in a direction that allows forward rotation (rotation in the same direction as the engine output shaft 12) of the carrier PC1 but does not allow reverse rotation (rotation in the reverse direction of normal rotation).
[0019]
The power transmission mechanism operates the elements (S1, S2, R1, R2, PC1, and PC2) of the planetary gear sets 15 and 16 by operating the clutches 18, 20, 22, and 24 and the brakes 26 and 28 in various combinations. ), And the rotational speed of the output shaft 14 with respect to the rotational speed of the input shaft 13 can be changed variously. By operating the clutches 18, 20, 22 and 24 and the brakes 26 and 28 in a combination as shown in FIG. 3, it is possible to obtain four forward speeds and one reverse speed. In FIG. 3, the circles indicate the clutches and brakes that are operating, α1 and α2 are the ratios of the number of teeth of the sun gears S1 and S2 to the number of teeth of the internal gears R1 and R2, respectively, and the gear ratio is the output shaft. 14 is the ratio of the rotational speed of the input shaft 13 to the rotational speed of 14.
[0020]
4, 5 and 6 show a hydraulic control device for controlling the operation of the power transmission mechanism.
The hydraulic control device includes a pressure regulator valve 40, a pressure modifier valve 42, a line pressure solenoid 44, a modifier pressure accumulator 46, a pilot valve 48, a torque converter relief valve 50, a lock-up control valve 52, a first shuttle valve 54, Lock-up solenoid 56, manual valve 58, first shift valve 60, second shift valve 62, first shift solenoid 64, second shift solenoid 66, servocharger valve 68, 3-2 timing valve 70, 4-2 relay valve 72, 4-2 sequence valve 74, first reducing valve 76, second shuttle valve 78, overrunning clutch control valve 80, overrunning clutch solenoid 8 , Overrunning clutch reducing valve 84, 1-2 accumulator 86, 2-3 accumulator 88, 3-4 accumulator 90, ND accumulator 92, accumulator control valve 94, filter 96, etc. The torque converter 10 is connected to each other as shown in the drawing (note that the apply chamber 11a and the release chamber 11b of the lockup clutch 11 are formed therein), the forward clutch 22, the high clutch 20, and the band. The brake 28 (which includes a second-speed apply chamber 28a, a third-speed release chamber 28b, and a fourth-speed apply chamber 28c), a reverse clutch 18, a low and reverse brake 26, and an overrunning clutch 24 as shown Are connected, it is connected further variable capacity vane type oil pump 34 with a feedback accumulator 32, an oil cooler 36, the front lubrication circuit 37, and as the rear lubrication circuit 38 both shown. A detailed description of these valves will be omitted. The parts whose description is omitted are the same as those described in JP-A-63-251652.
[0021]
7, 8 and 9 show a control unit 300 which controls the operation of solenoids 44, 56, 64, 66 and 82. FIG. The control unit 300 includes an input interface 311, a reference pulse generator 312, a CPU (Central Processing Unit) 313, a ROM (Read Only Memory) 314, a RAM (Random Access Memory) 315, and an output interface 316. The address bus 319 and the data bus 320 communicate with each other. The control unit 300 includes an engine speed sensor 301, a vehicle speed sensor 302, a throttle opening sensor 303, a select position switch 304, a kick down switch 305, an idle switch 306, a full throttle switch 307, an oil temperature sensor 308, an input shaft rotation. Signals from the speed sensor 309, the overdrive switch 310, the output shaft rotational speed sensor 330, and the like are input. On the other hand, the control unit 300 outputs signals to the shift solenoids 64 and 66, the overrunning clutch solenoid 82, the lockup solenoid 56, and the line pressure solenoid 44 based on these signals and stored in the control unit 300. Shift control based on the shift characteristic pattern is performed.
[0022]
  FIG. 1 is a block diagram showing the configuration of the gear position control apparatus of the present invention. The gear position control device is provided in the control unit 300 or separately from the control unit 300, and is realized by program control. As a function realized by this program control, a shift type detection unit 500 that detects whether or not a shift instruction is output from the control unit 300, and a shift type when the shift instruction is detected by the shift instruction detection unit 500KindThat is, a shift type for detecting from what speed to what speedKindA shift speed detection means 550 that detects the current shift speed when the shift instruction is not detected by the detection means 510 and the shift instruction detection means 500 is provided. Furthermore, it should be concludedfrictionSlip determination means 530 for determining whether or not a slip has occurred in any of the fastening elements, and when it is determined that a slip has occurred,frictionA shift stage that reduces the torque sharing ratio of the fastening element, orfrictionForced shift means 540 for forcibly shifting to a gear position that does not fasten the fastening element;frictionHydraulic pressure supply stopping means 560 for stopping the supply of the hydraulic pressure to the fastening element;frictionAn operating pressure increasing unit 570 for increasing the operating pressure supplied to the fastening element, an abnormality notifying unit 580 for notifying the driver of the abnormality, and a failure content storage unit 590 for storing the failure content are provided.
[0023]
  When a shift instruction is detected, the slip determination means 530 measures the elapsed time during the shift from the start of the shift and determines the shift type.KindShift type detected by detecting means 510KindWhen the measured elapsed time is longer than the preset time required for shifting withfrictionThe slippage of the fastening element is determined, and when the shift instruction is not detected, the input shaft rotational speed detected by the input shaft rotational speed sensor 309 and the output shaft rotational speed detected by the output shaft rotational speed sensor 330 are detected. The speed ratio (i) and the preset gear ratio (i) at the gear position detected by the gear position detecting means 550 are set in advance._c ) And is greater than the preset tolerance (e)frictionDetermine the slip of the fastening element.
[0024]
  Specifically, this shift speed control device is realized according to the control flow shown in FIG.
  First, the priority P is set to 1 in advance (step 100), and the shift instruction detecting means 500 detects whether or not a shift instruction is issued from the control unit 300 based on the shift characteristic pattern (110). If a shift instruction is detected, the process proceeds to step 120 where the shift typeKindIn detection means 510, the gear type at that timeKindThat is, it is detected from what speed to what speed.
[0025]
  Next, the input shaft rotation speed N detected by the input shaft rotation speed sensor 309 in the slip determination means 530._T (130), the output shaft rotational speed N detected by the output shaft rotational speed sensor 330_O(140), N_T/ N_O = I, the gear ratio i is calculated (150). Next, a gear ratio i set in advance for the shift speed_n(Gear ratio shown in the table of FIG. 3) (160), | ii_n It is determined whether or not |> e (e is a preset allowable error) (170), and if no, it is determined that the shift has been completed, and the process returns to step 100. In the case of yes, the elapsed time from when the gear shift instruction is issued is measured (180), and the elapsed time> the set time (note that the set time is the shift type detected in step 120).Kind(It is the time required for the speed change set in advance based on the above) (190), if no, return to step 130, if yes, it should be concludedfrictionIt is determined that slip has occurred in any of the fastening elements 20, 22, and 28.
[0026]
  Then, the abnormality notification means 580 notifies the driver of the abnormality by a warning lamp (200), and the failure content storage means 590 stores the failure content (210). Further, the operating pressure is raised in the operating pressure raising means 570 (220),frictionAfter increasing the fastening force of the fastening element, it is determined whether or not the shift has been completed (230). Whether or not the shift is complete is determined by performing the same processing as steps 130 to 170._n If | is smaller than e, it is determined that shifting is complete (yes) and the process returns to step 100. If it is large, it is determined that shifting is not complete (no), and whether or not the priority P is 3 or more is determined. Judgment is made (240).
[0027]
When the priority P = 1, the forced shift means 540 forcibly shifts the priority P of the gear stage that is currently slipping to the gear stage having the slip P of 1 based on the forced shift destination priority map shown in FIG. Shifting is performed (250), and the gear position at which the current slip is occurring is stored. Next, P = P + 1 is set (step 260). When the process returns to step 110, in step 110, a shift instruction is issued in step 250 executed previously, so that the answer is yes, and step 120 and subsequent steps are executed. Further, when it is determined that slip has occurred in the slip determination means 530, in other words, when the answer is YES in step 190 and NO in steps 230 and 240, the shift speed previously stored in step 250 is stored. Forcibly shift to a gear position with a priority P of 2.
[0028]
  Here, a forced shift destination priority map used when a forced shift instruction is issued in the forced shift means 540 (step 250) will be described with reference to FIG.
  First, if the gear position at the time of slippage is 1st gear, it is engaged as shown in FIG.frictionSince the fastening element is the forward clutch 22, the forward clutch 22 is slipping.
  Therefore, the forcible shift destination with the priority “1” is fixed at the third speed at which the torque sharing ratio of the forward clutch 22 is reduced, or the third speed and the forward clutch 22 are not engaged, as shown in FIG. It is set in a state where it can shift between the fourth speed.
  If the elapsed time becomes longer than the set time even if an attempt is made to shift to a forced shift destination with priority “1”, the forward clutch 22 is further slipping, so the forced shift destination with priority “2” is As shown in FIG. 11, the forward clutch 22 is fixed to the fourth speed that is not engaged.
[0029]
  When the gear position at the time of slippage is 2nd, it is engaged as shown in FIG.frictionSince the fastening elements are the forward clutch 22 and the band brake 28, one or both of them are slipping.
  Therefore, as shown in FIG. 11, the forcible shift destination of the priority “1” is set to the third speed where the forward clutch 22 is engaged but the band brake 28 is not engaged in order to confirm the slip of the band brake 28. It is fixed or set to a state where it can shift between the third speed and the fourth speed where the torque sharing ratio of the band brake 28 is reduced.
  If the elapsed time becomes longer than the set time even when shifting to the forced shift destination with the priority “1”, the forward clutch 22 is considered to be slipping, so the forced shift destination with the priority “2” is As shown in FIG. 11, the forward clutch 22 is fixed to the fourth speed that is not engaged.
[0030]
  If the gear position at the time of slippage is 3rd, it is fastened as shown in FIG.frictionSince the fastening elements are the high clutch 20 and the forward clutch 22, one or both of them are slipping.
  Therefore, as shown in FIG. 11, the forced shift destination of the priority “1” is set to the second speed where the forward clutch 22 is engaged but the high clutch 20 is not engaged in order to confirm the slip of the high clutch 20. It is set to a state where it can be fixed or shifted between the second speed and the first speed at which the high clutch 20 is not engaged.
  If the elapsed time becomes longer than the set time even when shifting to the forced shift destination with the priority “1”, the forward clutch 22 is considered to be slipping, so the forced shift destination with the priority “2” is As shown in FIG. 11, the forward clutch 22 is fixed to the fourth speed that is not engaged.
[0031]
  Next, when the gear position at the time of slippage is the fourth speed, as shown in FIG.frictionSince the fastening elements are the high clutch 20 and the band brake 28, either one or both of them are slipping. Therefore, as shown in FIG. 11, the forced shift destination of priority “1” is set to the third speed where the high clutch 20 is engaged but the band brake 28 is not engaged in order to confirm the slip of the band brake 28. It is fixed or set to a state where it can shift between the third speed and the first speed at which the band brake 28 is not engaged.
  If the shift time becomes longer than the set time even after shifting to the forced shift destination with the priority “1”, the high clutch 20 is considered to be slipping, so the forced shift destination with the priority “2” is As shown in FIG. 11, the high clutch 20 and the band brake 28 are fixed to the first speed that is not engaged.
[0032]
  In this way, at the gear position when the slip occursfrictionWhen the engagement element is slipping, the gear is forcibly shifted to the gear position with the priority “1”, and when the gear is further slipped even when shifted to the gear position with the priority “1”, the gear stage with the priority “2” To force shift tofrictionThe sliding of the fastening element can be completed in a short time. ThisfrictionThe seizure of the fastening element can be prevented, and damage to the power train due to heat generation can be prevented.
  Since the driver is notified of the abnormality by the abnormality notifying means 580, it is possible to continue traveling at a safer shift stage according to the priority level 1 or the priority level 2 and reach the maintenance station. At the time of repair, the mechanic reads the content of the failure content storage means 590 so that the cause of the failure can be quickly grasped.
[0033]
  Returning again to FIG. 10, if it is determined that further slippage has occurred even in the gear position with the priority level 2, “Yes” in Step 190, “No” in Step 230, and P = 3 in Step 260 previously executed. Therefore, the process proceeds from step 240 to step 270. In the hydraulic pressure supply stopping means 560,frictionCut the hydraulic pressure of the fastening element (0kgf / cm² 270), cut the driving force, and within the automatic transmissionfrictionBy avoiding the seizure of the fastening elements 20, 22 and 28, the propagation of damage to other internal parts is prevented and the process ends.
[0034]
  As a result, during shiftingfrictionDetect slipping of the fastening elements 20, 22 and 28 and should be fastenedfrictionGears that reduce the torque sharing ratio of the fastening elements 20, 22 and 28 or should be fastenedfrictionForcibly shifting the fastening elements 20, 22, and 28 to a gear position that does not fasten,frictionCut the hydraulic pressure of the fastening elements 20, 22 and 28 to cut the driving force,frictionThe sliding of the fastening elements 20, 22 and 28 can be completed in a short time to prevent the durability from being lowered.
[0035]
  Next, when the shift instruction is not detected, the result of step 110 is no, the process proceeds to step 275, and the shift speed detecting means 550 detects the current shift speed. In the subsequent processing, processing is performed using the current gear position instead of the gear position of the gear shift destination when the gear shift instruction described above is detected.
  Next, the input shaft rotation speed N detected by the input shaft rotation speed sensor 309 in the slip determination means 530._T (280), and the output shaft rotational speed N detected by the output rotational speed sensor 330_O(Same as 290), N_T / N_O = I, the actual gear ratio i is calculated (300). Next, a gear ratio i set in advance for the current gear position._c(Gear ratio shown in the table of FIG. 3),Then, | i-i_c It is determined whether or not |> e (step 320). If no, the process returns to step 100. If yes, step 200 and subsequent steps are executed.
  As a result, even during steady times when no gear change instruction is issuedfrictionIt should be fastened by detecting slippage of the fastening elements 20, 22 and 28frictionGears that reduce the torque sharing ratio of the fastening elements 20, 22 and 28 or should be fastenedfrictionForcibly shifting the fastening elements 20, 22, and 28 to a gear position that does not fasten,frictionCut the hydraulic pressure of the fastening elements 20, 22 and 28 to cut the driving force,frictionThe sliding of the fastening elements 20, 22 and 28 can be completed in a short time to prevent the durability from being lowered.
[0036]
【The invention's effect】
  As described above, the invention described in claim 1 of the present invention.According to, By slip judging meansFastened frictionFastening elementInSlipHas occurredJudgingFirst forced shift destination preset by the forced shift meansForce shift to gearIf the friction engagement element that is engaged at the first forced shift destination shift stage slips, the second forced shift destinationSince the shift to the gear stage is forcibly shifted, the sliding of the frictional engagement element can be completed in a short time, and the deterioration of the durability of the frictional engagement element can be prevented.
[0037]
  Moreover, invention of Claim 2 among this inventionAccording to, By slip judgment meansWhat,For the friction fastening elementSlipHas occurredJudgingSince the operating pressure supplied to the frictional engagement element is increased by the operating pressure increasing means to forcibly increase the fastening force of the frictional engagement element, slipping of the frictional engagement element can be eliminated, A decrease can be prevented.
  And even after the operating pressure increasing means is operated, when the slip determining means determines that slip has occurred in the engaged frictional engagement element,By forced shift meansWhatPresetIn the first forced shift destination gearForced shift,Further, if slippage occurs in the friction engagement element that is also engaged at the first forced shift destination shift stage, the second forced shift destination shift stage is forced to shift.SofrictionThe sliding of the fastening element can be completed in a short time,frictionA decrease in durability of the fastening element can be prevented.
[0038]
  According to the invention described in claim 3 of the present invention, in the invention described in claim 1 or 2, the actual gear ratio i is obtained from the detected input shaft rotational speed and output shaft rotational speed, and is detected. Gear ratio i at steady state at different gears _c And whether it is larger than the allowable error e can be determined whether or not slipping has occurred.
[0039]
  According to the invention described in claim 4 of the present invention, in the invention described in any one of claims 1 to 3, a preset setting necessary for shifting with the detected shift type is set. By comparing the time with the measured elapsed time and determining whether the elapsed time is longer than the set time, it is possible to determine whether slip has occurred.
[0040]
  Further, the present invention claims5According to the described invention, claim 1Or any one of 4In the described invention, if slipping occurs even if there is no gear to be forcibly shifted, the hydraulic pressure supply stopping means is used.frictionCut the hydraulic pressure to the fastening element,frictionFastening elementsreleaseTo makefrictionThe seizure of the fastening element can be avoided to prevent the durability from being lowered, and the damage to other internal parts can be prevented from spreading.
[0042]
  Further, the present invention claims6The invention described in claim 1Or any one of 5In the described invention, by notifying the driver of the abnormality by the abnormality notification means, the driver can be urged to cope with the abnormality, and by storing the failure content by the failure content storage means, Can be easily informed.
[Brief description of the drawings]
FIG. 1 is a block diagram showing a configuration of a gear position control device.
FIG. 2 is a diagram showing a framework of an automatic transmission.
FIG. 3 is a diagram showing a combination of elements acting at each gear position.
FIG. 4 is a diagram showing a left half of a hydraulic circuit of an automatic transmission.
FIG. 5 is a diagram showing the right half of the hydraulic circuit of the automatic transmission.
6 is a diagram showing the relationship of arrangement between FIGS. 4 and 5. FIG.
FIG. 7 is a diagram showing the left half of the control unit.
FIG. 8 is a diagram showing the right half of the control unit.
FIG. 9 is a diagram showing a relationship of arrangement between FIG. 8 and FIG. 9;
FIG. 10 is a diagram showing a control flow.
FIG. 11 is a forced shift destination priority map.
[Explanation of symbols]
13 Input shaft
14 Output shaft
20 High clutch (hydraulic engagement element)
22 Forward clutch (hydraulic engagement element)
28 Band brake (hydraulic fastening element)
309 Input shaft rotation speed sensor
330 Output shaft rotation speed sensor
510 Shift type detecting means
530 Slip judgment means
540 Forced shift means
550 Gear position detecting means
560 Operating oil pressure supply stop means
570 Operating pressure increase means
580 Abnormality notification means
590 Failure content storage means

Claims (6)

In a shift control device for an automatic transmission that is set to a plurality of shift stages according to a combination of engagement and release of a plurality of friction engagement elements,
A shift speed detection means (550) for detecting the current shift speed, or a shift speed detection means (510) for detecting a shift speed indicating from what speed to what speed;
Slip judging means (530) for judging that slip has occurred in the fastened frictional engagement element;
Corresponding to each shift stage, a shift stage in which the torque sharing ratio of the frictional engagement element fastened at the shift stage is reduced from the shift stage, or a shift stage that releases the frictional engagement element fastened at the shift stage The second forced shift destination shift stage is stored as the first forced shift destination shift stage, and the shift stage that releases the frictional engagement element that is engaged in common with the shift stage and the first forced shift destination shift stage. Forced shift destination shift speed storage means for storing as
When the slip determining means determines that a slip has occurred in the fastening element fastened at the current shift speed or that a slip has occurred in the friction engagement element fastened at the shift speed of the shift destination corresponding to the shift type, In the case where the first forced shift destination shift stage is forcibly shifted and the friction engagement element engaged in the first forced shift destination shift stage slips, the second forced shift destination shift stage Forcibly shifting means (540) for forcibly shifting to
A shift control device for an automatic transmission, comprising: In a shift control device for an automatic transmission that is set to a plurality of shift stages according to a combination of engagement and release of a plurality of friction engagement elements,
A shift speed detection means (550) for detecting the current shift speed, or a shift speed detection means (510) for detecting a shift speed indicating from what speed to what speed;
Slip judging means (530) for judging that slip has occurred in the fastened frictional engagement element;
Corresponding to each shift stage, a shift stage in which the torque sharing ratio of the frictional engagement element fastened at the shift stage is reduced from the shift stage, or a shift stage that releases the frictional engagement element fastened at the shift stage The second forced shift destination shift stage is stored as the first forced shift destination shift stage, and the shift stage that releases the frictional engagement element that is engaged in common with the shift stage and the first forced shift destination shift stage. Forced shift destination shift speed storage means for storing as
When the slip determining means determines that a slip has occurred in the fastening element fastened at the current shift speed or that a slip has occurred in the friction engagement element fastened at the shift speed of the shift destination corresponding to the shift type, An operating pressure increasing means (570) for increasing an operating oil pressure for fastening the fastened frictional fastening elements;
When the slip determining means determines that slip has occurred in the engaged frictional engagement element even after the operating pressure increasing means has been operated, the first forced shift destination shift stage is forcibly shifted, and the first Forcibly shifting means (540) for forcibly shifting to the second forced shift destination shift stage when slippage has occurred in the engaged friction engagement element at the forced shift destination shift stage;
A shift control device for an automatic transmission, comprising: The gear position detecting means (550);
A stationary gear ratio storage means for storing a stationary gear ratio (ic) set in advance corresponding to each gear;
An input shaft rotation speed sensor (309) for detecting an input shaft rotation speed of the automatic transmission;
An output shaft rotational speed sensor (330) for detecting an output shaft rotational speed of the automatic transmission;
Means for determining an actual gear ratio (i) from the input shaft rotation speed and the output shaft rotation speed;
The slip determining means (530) has a predetermined difference between the actual gear ratio (i) and the actual gear ratio (i) corresponding to the gear position detected by the gear position detecting means (550). The shift control device for an automatic transmission according to claim 1 or 2, wherein it is determined that a slip has occurred when the allowable error (e) is greater. The shift type detecting means (510);
Means for measuring the elapsed time during the shift from the start of the shift;
Setting time storage means for storing a preset setting time corresponding to each shift type,
The slip judging means (530) compares the set time corresponding to the shift type detected by the shift type detecting means (510) with the elapsed time, and when the elapsed time is longer than the set time. The shift control apparatus for an automatic transmission according to any one of claims 1 to 3, wherein it is determined that a slip has occurred.   Even in the second forced shift destination shift stage, when the slip determination means determines that slip has occurred in the engaged frictional engagement element, an operating hydraulic pressure supply that stops supplying hydraulic pressure that operates the frictional engagement element. The shift control device for an automatic transmission according to any one of claims 1 to 4, further comprising a stop means (560).   An abnormality notifying means (580) for notifying the driver of an abnormality, and a failure content storing means (590) for storing the failure content when it is determined that the slip is applied to the friction engagement element engaged by the slip determining means (530). The shift control apparatus for an automatic transmission according to any one of claims 1 to 5, further comprising:

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