JP4742578B2 - Control device for automatic transmission - Google Patents

Description

  The present invention relates to a case where a new shift speed change request (replacement request for target shift speed) is generated during switching of the shift speed of the speed change mechanism and the target shift speed is changed (changed) to another shift speed. The present invention relates to a control device for an automatic transmission with improved shift control.

  An automatic transmission for an automobile transmits engine power to an input shaft of a speed change mechanism via a torque converter, shifts the speed by the speed change mechanism and transmits it to an output shaft, and rotates a drive wheel. The most common speed change mechanism has a plurality of gears arranged between an input shaft and an output shaft to form a plurality of power transmission paths having different speed ratios between the input shaft and the output shaft. By providing friction engagement elements such as clutches and brakes in the path and individually controlling the hydraulic pressure applied to each friction engagement element in response to a gear change request, hydraulic oil is supplied to predetermined friction engagement elements. Switch the power transmission path between the input and output shafts by selectively switching the engagement and release of each friction engagement element by performing the filling control to fill and the discharge control to discharge the hydraulic oil from the predetermined friction engagement element To change the gear ratio.

  In such an automatic transmission, when a new shift speed change request is generated during the shift speed change and the target shift speed is read, the multiple shift control for switching the shift speed of the transmission mechanism to the changed target shift speed is performed. Although it is executed, for example, during the control of filling the hydraulic oil into a cylinder such as a clutch, the control is switched to the control of draining (draining) the hydraulic oil by rereading the target gear, and in the middle of the discharge control When the control is switched to the charging control by rereading the target gear position, overfilling occurs at the time of refilling and the clutch engagement force increases suddenly depending on how the hydraulic oil is removed from the cylinder by the discharge control before the replacement. Thus, there is a possibility that a shift shock will occur.

  As a technique for preventing a shift shock due to the multiple shift control, for example, as described in Patent Document 1 (Japanese Patent No. 3291970), the shift to the second shift stage is performed during switching to the first shift stage. In some cases, when a switching request is generated, switching to the second gear is delayed until switching to the first gear is completed.

  However, in the technique disclosed in Patent Document 1, since switching to the second shift stage is delayed until the switching to the first shift stage is completed, it takes a long time until the switching to the second shift stage is completed. There is a disadvantage that it ends up.

Therefore, as described in Patent Document 2 (Japanese Patent No. 3301344), when a request for switching to the second shift stage occurs during switching to the first shift stage, before the request is generated. The progress of switching to the first shift stage is determined based on the hydraulic pressure value of the friction engagement element that is engaged when switching to the first shift stage, which is the shift stage, and based on the determination result, multiplexing is performed. In the region where the shift shock due to the shift control is predicted to be small, the switch is immediately switched to the second shift step in response to the request to switch to the second shift step, and only in the region where the shift shock due to the multiple shift control is predicted to be large. There is one in which switching to the second shift stage is delayed until switching to the first shift stage is completed.
Japanese Patent No. 3291970 (first page, etc.) Japanese Patent No. 3301344 (first page, fourth page, etc.)

  In the shift control disclosed in Patent Document 2, when a request for switching to the second shift stage is generated during the switch to the first shift stage, the shift to the shift stage (first shift stage) before the request is generated. The progress of switching is determined as information for predicting the presence or absence of a shift shock by multiple shift control, but the friction engagement that is engaged when switching to the shift stage (second shift stage) after replacement Since the filling state of the element (the friction engagement element that is subjected to filling control after replacement) is not considered at all, the presence or absence of a shift shock by the multiple shift control cannot be accurately predicted. In other words, depending on how the hydraulic oil is discharged before the start of the filling control of the friction engagement element to be filled when switching to the changed gear stage (second gear stage), filling control is performed on the friction engagement element. Then, overfilling may occur and a shift shock may occur. In short, there is no relationship between the progress of switching to the gear position before the replacement and the state of hydraulic oil removal before the start of the filling control of the friction engagement element to be charged when switching to the gear position after the replacement. Therefore, even if the former is determined, it is impossible to predict the shift shock caused by the latter, and it is impossible to prevent the shift shock during the multiple shift control.

  The present invention has been made in view of such circumstances, and an object of the present invention is to provide a control device for an automatic transmission that can prevent a shift shock at the time of multiple shift control. It is in.

In order to achieve the above object, a control device for an automatic transmission according to claim 1 of the present invention instructs a frictional engagement element to command a hydraulic pressure higher than a hydraulic pressure to be converged when performing filling control. The quick filling control means for performing the quick filling control for shortening the filling time of the hydraulic oil , the quick filling control means, and a new speed change request is generated during the speed change of the speed change mechanism, and the target speed is changed. Friction engaging element that is provided with multiple shift control means for performing multiple shift control for switching the shift stage of the transmission mechanism to the target shift stage after replacement when the shift stage is replaced with the shift stage, and that is to be charged after the replacement of the target shift stage (hereinafter, referred to as "replaced during filling will frictionally engaging element") to the command history immediately before the discharge control and the filling control for, performs the rapid filling control from the state of no filling, discharge before this rapid filling control is terminated Be stored that is switched control the current, if the exhaust control, and determines the filling state determining means and the filling state of the hydraulic oil of the replaced during filling will frictional engagement element is unknown, the Whether or not the filling state of the hydraulic oil in the scheduled friction engagement element at the time of replacement is unknown is determined by the filling state determination means, and the filling state of the hydraulic oil in the planned friction engagement element at the time of replacement is unknown. When it is determined that, the replacement of the target shift stage is limited by the multiple shift limiting means.

  If the filling state of the hydraulic fluid of the friction engagement element to be filled at the time of replacement is unknown, if the replacement of the target shift stage (multiple shift control) is executed in response to a new shift stage change request, the filling state of the hydraulic oil is unknown Since there is a possibility that a shift shock due to overfilling may occur due to the filling control being performed on the friction engagement element, the target gear position of the target gear stage is unknown when the hydraulic oil filling state of the friction engagement element is unknown. It limits reading (for example, prohibition or delay). In this way, it is possible to prevent a shift shock during the multiple shift control.

  In addition, the filling state of the friction engagement element includes the history of filling control and discharge control performed so far, the temperature of the hydraulic oil (hydraulic oil viscosity), pipe resistance when the hydraulic oil flows in the pipe, friction It is difficult to quantitatively estimate the filling state of the frictional engagement element because it varies depending on various factors such as the volume of the cylinder of the engagement element, the individual difference of the speed change mechanism, the operating state, etc. Since it is only necessary to determine whether or not the filling state of the hydraulic fluid of the scheduled friction filling element at the time of replacement is unknown, it is not necessary to quantitatively estimate the filling state of the planned friction engagement element at the time of replacement. Can be implemented relatively easily.

Moreover, as of claim 1, whereupon good to determine the fill level of the hydraulic oil at the time of filling will frictionally engaging element replaced based on a command history filling control and the discharge control for filling scheduled frictional engagement element during rereading . This is because the filling state of hydraulic oil can be estimated to some extent from the history of filling control and discharge control.

In particular, it is stored in the command history immediately before the replacement scheduled friction engagement element at the time of replacement that the quick filling control is performed from the state without filling, and the control is switched to the discharge control before the quick filling control is finished. now, if the exhaust control, filling status of the replaced during filling will frictionally engage the filling state determining means for determining the filling state of the hydraulic oil is unknown elements replaced during filling will frictional engagement element is unknown It is better to determine that there is. This is because, when the control is switched to the discharge control in the middle of the filling control, there is a high possibility that the degree of hydraulic oil removal due to the discharge control is unknown.

Further, as a limiting method of the multiple shift control, as described in claim 2, when it is determined that the filling state of the hydraulic fluid of the friction engagement element to be filled at the time of replacement is unknown, the replacement of the target shift stage is prohibited. You may make it do. In this way, even if a new shift speed change request (replacement request for target shift speed) is generated during the shift speed change, the filling state of the hydraulic fluid of the friction engagement element to be filled at the time of replacement is unknown. In this case, since the replacement of the target gear position is stopped, a shift shock due to overfilling can be surely prevented.

Further, as described in claim 3, when it is determined that the filling state of the hydraulic fluid of the scheduled friction filling element at the time of replacement is unknown, the replacement of the target gear stage is delayed until the state of filling is determined. Anyway. In this way, when a new shift speed change request (request for changing the target shift speed) is generated during the shift speed change, the filling state of the hydraulic fluid of the friction engagement element to be filled at the time of replacement is unknown. In this case, it is possible to read the target shift stage after waiting until the filling state is determined, and therefore, the multiple shift control can be executed by delaying the reading of the target shift stage while avoiding the shift shock.

According to another aspect of the present invention, when it is determined that the hydraulic oil filling state of the scheduled friction filling element at the time of replacement is unknown, the target shift speed is initially replaced with the current target shift speed. It may be read as a shift stage in which the filling state of the hydraulic fluid of the friction engagement element to be charged is determined in the shift stage between the changed shift stages. In this way, if there is a possibility that a shift shock will occur when the gear position that was originally read is replaced, the gear position that is close to the gear position that was originally read is avoided while preventing the gear shift shock. Can do.

Alternatively, as described in claim 5, when it is determined that the filling state of the hydraulic fluid of the friction engagement element to be filled at the time of replacement is unknown, the target shift stage is adjacent to the shift stage to be initially replaced. You may make it read as the gear stage in which the filling state of the hydraulic fluid of the friction engagement element which is going to carry out filling control in the gear stage is known. Even if it does in this way, the effect similar to the said Claim 4 can be acquired.

  Hereinafter, the best mode for carrying out the present invention will be described using the following four Examples 1 to 4.

A first embodiment of the present invention will be described with reference to FIGS.
First, a schematic configuration of the automatic transmission 11 will be described with reference to FIGS. 1 and 2. As shown in FIG. 2, an input shaft 13 of a torque converter 12 is connected to an output shaft of an engine (not shown), and a hydraulically driven transmission gear mechanism 15 (speed change) is connected to the output shaft 14 of the torque converter 12. Mechanism). Inside the torque converter 12, a pump impeller 31 and a turbine runner 32 constituting a fluid coupling are provided to face each other, and a stator 33 for rectifying the flow of oil is provided between the pump impeller 31 and the turbine runner 32. It has been. The pump impeller 31 is connected to the input shaft 13 of the torque converter 12, and the turbine runner 32 is connected to the output shaft 14 of the torque converter 12.

  The torque converter 12 is provided with a lock-up clutch 16 for engaging or disengaging between the input shaft 13 side and the output shaft 14 side. The output torque of the engine is transmitted to the transmission gear mechanism 15 via the torque converter 12, is shifted by a plurality of gears (such as planetary gears) of the transmission gear mechanism 15, and is transmitted to the drive wheels (front wheels or rear wheels) of the vehicle. Is done.

  The transmission gear mechanism 15 is provided with a plurality of clutches C0, C1, C2 and brakes B0, B1, which are friction engagement elements for switching a plurality of shift stages. As shown in FIG. The gear ratio is switched by switching engagement / release of C1 and C2 and the brakes B0 and B1 with hydraulic pressure and switching a combination of gears for transmitting power. FIG. 3 shows a combination of engagement of the clutches C0, C1, C2 and the brakes B0, B1 of the four-speed automatic transmission. The circles are held in the engaged state (torque transmission state) at that gear stage. The clutch and brake are shown, and the unmarked state shows the released state. For example, when downshifting from the 3rd speed to the 2nd speed, one of the two clutches C0 and C2 held in the engaged state at the 3rd speed is released, and the brake B1 is engaged instead. By combining, downshift to 2nd speed. In addition, when upshifting from the 3rd speed to the 4th speed, one of the two clutches C0 and C2 held in the engaged state at the 3rd speed is released, and the brake B1 is engaged instead. By combining, upshift to 4th gear.

  As shown in FIG. 1, the transmission gear mechanism 15 is provided with a hydraulic pump 18 driven by engine power, and a hydraulic control circuit 17 is provided in an oil pan (not shown) for storing hydraulic oil (oil). Is provided. The hydraulic control circuit 17 includes a line pressure control circuit 19, an automatic transmission control circuit 20, a lock-up control circuit 21, a manual switching valve 26, and the like. The hydraulic oil pumped up from the oil pan by the hydraulic pump 18 is line pressure controlled. This is supplied to the automatic transmission control circuit 20 and the lockup control circuit 21 via the circuit 19. The line pressure control circuit 19 is provided with a hydraulic pressure control valve (not shown) for controlling the hydraulic pressure from the hydraulic pump 18 to a predetermined line pressure. The automatic transmission control circuit 20 has a transmission gear mechanism. A plurality of shift hydraulic control valves (not shown) for controlling the hydraulic pressure supplied to the 15 clutches C0, C1, C2 and the brakes B0, B1 are provided. The lockup control circuit 21 is provided with a lockup control hydraulic control valve (not shown) for controlling the hydraulic pressure supplied to the lockup clutch 16.

  A manual switching valve 26 that is switched in conjunction with the operation of the shift lever 25 is provided between the line pressure control circuit 19 and the automatic transmission control circuit 20. When the shift lever 25 is operated to the neutral range (N range) or the parking range (P range), even if the energization to the hydraulic control valve of the automatic transmission control circuit 20 is stopped (OFF), The hydraulic pressure supplied to the transmission gear mechanism 15 by the manual switching valve 26 is switched so that the transmission gear mechanism 15 is in a neutral state.

  On the other hand, the engine is provided with an engine rotation speed sensor 27 for detecting the engine rotation speed Ne, and the transmission gear mechanism 15 is supplied with the input shaft rotation speed Nt of the transmission gear mechanism 15 (the output shaft rotation speed of the torque converter 12). An input shaft rotational speed sensor 28 for detecting and an output shaft rotational speed sensor 29 for detecting the output shaft rotational speed No of the transmission gear mechanism 15 are provided.

  Output signals of these various sensors are input to an automatic transmission electronic control circuit (hereinafter referred to as “AT-ECU”) 30. The AT-ECU 30 is mainly composed of a microcomputer, and executes a program shown in FIGS. 6 to 8 stored in a built-in ROM (storage medium), whereby a transmission gear according to a preset shift pattern shown in FIG. Automatic shift control in response to a shift speed change request (replacement request for target shift speed) generated according to the operating position of the shift lever 25 and operating conditions (throttle opening, vehicle speed, etc.) so that the mechanism 15 is shifted. By controlling energization to each hydraulic control valve of the circuit 20 and controlling the hydraulic pressure applied to each clutch C0, C1, C2 and each brake B0, B1 of the transmission gear mechanism 15, as shown in FIG. By changing the engagement / release of each clutch C0, C1, C2 and each brake B0, B1, and changing the combination of gears that transmit power, Switch the gear ratio of the mechanism 15. Further, when a new shift speed change request is generated and the target shift speed is changed (changed) during the shift speed change of the transmission gear mechanism 15, the target shift speed after the shift speed of the transmission gear mechanism 15 is changed is changed. Multiple shift control to switch to a stage is performed.

  In the following description, the clutches C0, C1, C2 and the brakes B0, B1 are collectively referred to simply as “clutch”. In addition, a clutch that switches from the released state to the engaged state is referred to as an “engaged clutch”, and a clutch that switches from the engaged state to the released state is referred to as a “released clutch”. The AT-ECU 30 performs a filling control for filling the engagement side clutch with hydraulic oil in the engagement side clutch and controls the release side clutch in the hydraulic control when switching the gear position of the transmission gear mechanism 15. Discharge control is performed to discharge hydraulic oil from the release side clutch.

  Hereinafter, the hydraulic control of the clutch when switching the gear position of the transmission gear mechanism 15 will be described using FIG. 5 as an example in which the gear position is switched from the second speed to the third speed.

  As shown in the upper part of FIG. 5, normally, when the gear position is switched from the 2nd speed to the 3rd speed, first, the required speed is updated from the 2nd speed to the 3rd speed, and the shifting flag is set to ON. At time t0, the quick filling control (Phase 1) is executed to temporarily set the hydraulic pressure command value of the engagement side clutch C2 to a value higher than the hydraulic pressure at which it is desired to converge. Reduce the filling time. The quick filling control time and the hydraulic pressure command value are set so that the hydraulic pressure acting on the engagement side clutch C2 is the torque phase start timing (engagement) assuming that the engagement side clutch C2 is not filled with hydraulic fluid. It is set in advance according to the temperature of the hydraulic oil and the like so that it converges stably with good response in the vicinity of the time when the clutch C2 starts to have torque capacity).

  Thereafter, constant pressure control (Phase 2) is executed to reduce the hydraulic pressure command value to a predetermined hydraulic pressure and hold it for a certain period of time, so that the hydraulic pressure acting on the engagement side clutch C2 converges stably around the torque phase start timing. Then, sweep control (Phase 3) is executed to gradually increase the hydraulic pressure command value, so that the engagement side clutch C2 acts on the engagement side clutch C2 until the torque capacity of the engagement side clutch C2 reaches the torque capacity necessary for gear shifting. Gradually increase the hydraulic pressure.

  Thereafter, feedback control (Phase 4) is executed to feedback control the hydraulic pressure acting on the engagement side clutch C2 so as to maintain the input shaft rotational speed change during the shift at a predetermined value, and at the end of the shift, there is no shock. The control at the end time (Phase 5) for completing the operation is executed, and the shift stage switching is ended.

  By the way, as shown in the lower part of FIG. 5, the target gear shift is performed at time t1 when the required shift speed is changed from the 3rd speed to the 2nd speed during the quick filling control in the middle of switching the shift speed from the 2nd speed to the 3rd speed. When the speed is changed to the second speed and the multiple shift control is started, the hydraulic control of the engagement side clutch C2 that has been subjected to the filling control is switched to the discharge control (the hydraulic pressure command value is switched to 0).

  The hydraulic oil filling amount of the clutch C2 during the discharge control includes the history of the filling control and the discharge control performed so far, the temperature of the hydraulic oil (viscosity of the hydraulic oil), and the pipe when the hydraulic oil flows in the pipe. Since it changes depending on various factors such as road resistance, the volume of the cylinder of the clutch C2, the individual difference of the transmission gear mechanism 15, the operating state, etc., it is difficult to estimate the filling amount of the hydraulic oil of the clutch C2 quantitatively. The amount of hydraulic oil charged in the clutch C2 becomes unknown.

  Thus, when the required shift speed is changed from the second speed to the third speed again as shown by the broken line in FIG. 5 during the period when the hydraulic oil filling amount of the clutch C2 is unknown, the target shift speed is changed to the third speed. When the hydraulic control of the clutch C2 is switched again to the quick filling control in the middle of the discharge control, depending on the filling state of the engagement side clutch C2 at that time t2, the hydraulic fluid is applied to the engagement side clutch C2 by the quick filling control. May be overfilled. For this reason, there is a possibility that the engagement force of the engagement side clutch C2 suddenly increases due to overfilling of the hydraulic oil during the multiple shift control and a shift shock occurs. As a countermeasure, when switching to quick filling control in the middle of discharge control, it is conceivable to change the quick filling time and command oil pressure. It is difficult to change appropriately according to the filling amount at that time. In addition, if the rapid filling time or the command oil pressure is changed inaccurately, filling may be insufficient, and the oil pressure may change suddenly immediately after filling, causing a shock.

  Therefore, the AT-ECU 30 performs the charging related to the engagement-side clutch C2 in which the charging control is executed after the replacement at the time t0 when the required shift speed is changed from the 2nd speed to the 3rd speed and the target shift speed is replaced with the 3rd speed. The initial value of the counter CountC2 is set to a predetermined value k, and thereafter, at the time t1 when the required shift speed is changed from the 3rd speed to the 2nd speed and the target shift speed is replaced with the 2nd speed, the discharge control is performed after the replacement. The process of counting down the count value of the filling counter Count C2 relating to the clutch C2 is started every predetermined time or every predetermined crank angle. Note that the lower limit value of the filling counter Count C2 is zero.

  The filling counter CountC2 is for estimating a period during which the state of filling of the hydraulic oil in the clutch C2 is unknown. The predetermined value k is equal to a predetermined value k after the discharge control is started for the fully filled clutch C2. The value is set to a value corresponding to a period necessary for almost completely discharging and the filling amount of the hydraulic oil to become almost zero. That is, the timing at which the filling counter Count C2 becomes 0 after the start of the discharge control coincides with the timing at which the hydraulic oil filling amount of the clutch C2 becomes almost zero, or the timing at which the filling counter Count C2 becomes 0 is the operation of the clutch C2. The oil filling amount is set to be slightly delayed from the timing when it becomes almost zero.

  Generally, since the viscosity (fluidity) of the hydraulic oil changes according to the temperature of the hydraulic oil, the period required for the hydraulic oil to be almost completely discharged after the discharge control is started for the clutch C2 changes. To do. For this reason, it is preferable to set the predetermined value k according to the temperature of the hydraulic oil. Further, the predetermined value k may be corrected according to the duration of the filling control immediately before the discharge control.

  Thereafter, as indicated by a broken line in FIG. 5, when the required shift speed is changed again from the second speed to the third speed, the charging related to the engagement side clutch C2 for which the charging control is to be performed thereafter at the time t2. It is determined whether or not the counter CountC2 is counting down (CountC2> 0). As a result, when it is determined that the charging counter Count C2 related to the engagement side clutch C2 is being counted down (Count C2> 0), that is, during the current gear change, the charging control is performed during the discharge control of the engagement side clutch C2. Is about to be started, it is determined that the hydraulic oil filling state of the engagement side clutch C2 is unknown, and multiple shift control from the second speed to the third speed (reading of the target shift stage) is prohibited. . As a result, when the filling state of the hydraulic fluid of the engagement side clutch C2 during the discharge control is unknown, overfilling due to switching to the filling control of the engagement side clutch C2 can be prevented. A shift shock due to overfilling of the combined clutch C2 can be prevented in advance.

Thereafter, at the time t3 when the filling counter Count C2 becomes 0, that is, when a predetermined period (a period corresponding to a predetermined value k) necessary for almost completely discharging the hydraulic fluid of the engagement side clutch C2 has elapsed. Then, it is determined that the hydraulic oil filling state of the engagement side clutch C2 has been found (the hydraulic oil filling amount of the engagement side clutch C2 has become substantially zero). Thereafter, replacement of the target gear position (multiple shift control) is permitted.
The shift control according to the first embodiment described above is executed by the AT-ECU 30 according to the programs shown in FIGS. Hereinafter, the processing contents of each of these programs will be described.

[Shift control]
The shift control program shown in FIG. 6 is executed at a predetermined cycle (for example, a cycle of 8 to 32 msec) while the AT-ECU 30 is powered on. When this program is started, first, at step 101, it is determined whether or not it is immediately after the requested shift stage is updated (at the start of the first program immediately after the update), and the requested shift stage is updated. If it is immediately after that, the routine proceeds to step 102, where it is determined whether or not a shift is being performed, depending on whether or not the shifting flag is set to ON, meaning that shifting is in progress (switching the shift stage).

  If it is determined in step 101 that the required shift speed is not equal to the target shift speed, and it is determined in step 102 that the shift is not being performed, it is determined that the request is a normal shift speed switching request that is not multiple shift control, Proceeding to step 103, the target shift speed is set according to the current required shift speed, taking into account the temperature conditions, the control system failure status, and the like. Thereafter, the routine proceeds to step 104, where a shift type determination program shown in FIG. 7 described later is executed to determine the shift type corresponding to the target shift stage.

  After this, the routine proceeds to step 105, where the clutch XX in which the filling control is performed when shifting from the current gear position (before shifting) to the target gear position, that is, the clutch XX (in FIG. 9) that switches from the released state to the engaged state. The initial value of the filling counter CountXX relating to the clutch indicated by × →→ is set to a predetermined value k. The predetermined value k is set to a value corresponding to a period necessary for the hydraulic oil to be discharged almost completely after the discharge control is started for the fully-filled clutch XX.

  Thereafter, the process proceeds to step 106, the shift flag is set to ON, and then the process proceeds to step 114 where a shift hydraulic pressure control program shown in FIG. 8 described later is executed to set the shift stage of the transmission gear mechanism 15 to the target shift stage. The hydraulic pressure is controlled so as to shift.

  After this, the routine proceeds to step 115, where the clutch YY, in which the discharge control is carried out when shifting from the current (pre-shift) shift stage to the target shift stage, that is, switching from the engaged state to the released state or maintaining the released state. The count value of the filling counter CountYY relating to the clutch YY to be performed (clutch indicated as →→ x or x in FIG. 9) is counted down. Therefore, the filling counter CountYY is counted down at the execution cycle of the program (that is, every predetermined time). However, the lower limit value of the filling counter CountYY is zero. The filling counter CountYY may be counted down every predetermined crank angle.

If it is determined in step 101 that the required shift speed is the target shift speed, the process proceeds to step 113, where it is determined whether a shift is being performed (during shifting flag = ON). If it is determined in step 113 that the gear is being shifted, the shift hydraulic pressure control (step 114) and the count-down of the filling counter CountYY (step 115) are executed. Thereafter, if it is determined in step 113 that the gear is not being shifted, only the count-down of the filling counter CountYY (step 115) is executed.
The process described above is a process related to normal shift control that is not multiple shift control.

  On the other hand, if it is determined in step 101 that the required shift speed is not equal to the target shift speed, and it is determined in step 102 that the shift is in progress, the required shift speed is updated during the shift and a multiple shift request (target shift speed) is established. Step 107 is determined to have occurred, and the routine proceeds to step 107 to temporarily set the target shift speed corresponding to the updated required shift speed.

  Thereafter, the routine proceeds to step 108, where it is determined whether or not the current phase of the shift control is before the start of the inertia phase depending on whether or not the phase 3 is before Phase3. If it is determined that the current shift control progress status is before the start of the inertia phase, the routine proceeds to step 109, and the filling control is performed when the target shift stage is replaced with the target shift stage temporarily set in step 107 above. Depending on whether or not the filling counter CountXX relating to the clutch XX scheduled to be read (hereinafter referred to as “filling scheduled clutch XX”) is being counted down (and CountXX> 0), It is determined whether it is unknown. The process of step 109 serves as filling state determination means in the claims.

  As a result, when it is determined that the filling state of the hydraulic fluid of the scheduled filling clutch XX at the time of replacement is known, the process proceeds to step 110, and the target shift stage temporarily set in step 107 is formally set as the target shift stage. After the setting, the routine proceeds to step 111, where a shift type determination program shown in FIG. 7 described later is executed to determine the shift type corresponding to the target shift stage.

  After this, the routine proceeds to step 112, where the initial value of the filling counter CountXX relating to the clutch XX for which the filling control is performed when shifting from the current gear to the target gear is set to a predetermined value k.

  Thereafter, transmission hydraulic pressure control (step 114) is executed to perform multiple shift control for shifting to the target shift stage after the shift stage of the transmission gear mechanism 15 is read. In this case, the processing of step 114 (shift hydraulic control program in FIG. 8) serves as a multiple shift control means in the claims.

  On the other hand, if it is determined in step 109 that the filling counter CountXX relating to the refilling scheduled clutch XX is being counted down (and CountXX> 0), that is, during the current gear change, When filling control is about to start in the middle of the discharge control, since the filling state of the hydraulic fluid of the scheduled filling clutch XX at the time of replacement is unknown, the multiple shift control for shifting to the target gear position after replacement is executed. Then, it is determined that there is a possibility that a shift shock will occur due to overfilling of the hydraulic filling clutch XX at the time of replacement, and the replacement of the target shift stage (multiple shift control) is prohibited, and the processing of steps 110 to 112 is performed. Is executed without executing the shift hydraulic pressure control (step 114), and the gear position of the transmission gear mechanism 15 before the replacement is read. To continue the control to shift to the target shift stage. These functions serve as a multiple shift limiting means in the claims.

  If it is determined in step 108 that the current shift control progress is after the start of the inertia phase, the shift hydraulic pressure control (step 114) is executed without executing steps 109 to 112. Then, the control of shifting the gear position of the transmission gear mechanism 15 to the target gear position before reading is continued.

Thereafter, if it is determined in step 101 that the required shift speed is equal to the target shift speed, the routine proceeds to step 113, where it is determined whether a shift is being performed (the shifting flag is set to ON). If it is determined in step 113 that the gear is being changed, the shift hydraulic pressure control (step 114) and the countdown of the filling counter CountYY (step 115) are executed. Then, in step 113, it is determined that the gear is not being changed. In this case, only the countdown (step 115) of the filling counter CountYY is executed.
The above process is a process related to the shift control in the case where a rereading in which the required shift stage is updated during a shift occurs (a multiple shift request is generated).

[Speed change type judgment]
Next, the processing contents of the shift type determination program of FIG. 7 executed in steps 104 and 111 of the shift control program of FIG. 6 will be described. When this program is started, first, in step 201, it is determined whether the current target shift stage is upshift or downshift. In the next step 202 or 203, the load state applied to the automatic transmission 11 is turned on (engine on). The automatic transmission 11 is driven from the side) or powered off (the automatic transmission 11 is driven from the drive wheel side). Depending on the determination result, the shift types corresponding to the current target shift speed are the power on upshift (step 204), the power off upshift (step 205), the power on downshift (step 206), and the power off down. It is determined which of the shifts (step 207) corresponds, and this program is terminated.

[Speed change hydraulic control]
Next, the processing content of the shift hydraulic pressure control program of FIG. 8 executed in step 114 of the shift control program of FIG. 6 will be described. When this program is started, first, in step 301, a disengagement clutch oil pressure control program (not shown) is executed to control the oil pressure of the disengagement clutch when the transmission gear mechanism 15 is shifted to the target gear position. Proceeding to step 302, an engagement side clutch hydraulic pressure control program (not shown) is executed to control the hydraulic pressure of the engagement side clutch when the transmission gear mechanism 15 is shifted to the target shift stage.

  Thereafter, the process proceeds to step 303, where it is determined whether or not the shift has been completed. If the shift has not been completed, the program is terminated as it is. Thereafter, when it is determined in step 303 that the shift has been completed, the routine proceeds to step 304, where a shift completion process such as resetting the shifting flag to OFF is executed, and this program is terminated.

  In the first embodiment described above, when the required shift speed is updated during a shift, the operation of the filling scheduled clutch at the time of replacement (the clutch for which the charging control is scheduled to be performed when switching to the target shift speed after the replacement) is performed. Whether the oil filling state is unknown is determined based on the count value of the filling counter, and when it is determined that the hydraulic oil filling state of the clutch to be filled at the time of replacement is unknown, the target gear position is replaced. (Multiple shift control) is prohibited. As a result, when the required shift speed is updated during a shift, it is possible to prevent the clutch from being filled with hydraulic oil in an unknown state, and to prevent a shift shock caused by overfilling the clutch. Can be prevented in advance. In addition, although it is difficult to quantitatively estimate the filling state of the clutch to be filled at the time of replacement, the first embodiment only determines whether or not the filling state of the hydraulic oil of the clutch to be charged at the time of replacement is unknown. Since it is not necessary to quantitatively estimate the filling state of the filling scheduled clutch at the time of replacement, it can be carried out relatively easily.

In this way, the multiple shift control can be executed by delaying the replacement of the target shift stage while avoiding the shift shock.
Further, in the first embodiment, as shown in the table of FIG. 10 or FIG. 11, a charging counter that is operated in accordance with the charging control and discharging control of each clutch is set in advance according to the shift pattern and the target shift speed. The same control can be performed even if selection, countdown, and determination of the filling counter are performed according to the shift pattern and the target shift stage.

  For example, when the table of FIG. 10 is used, in steps 105 and 112 of FIG. 6, the table of FIG. 10 (a) is used according to the shift pattern when shifting from the current shift stage to the target shift stage. The filling counter CountXX is selected, and the initial value of the filling counter CountXX is set to a predetermined value k. In step 115 in FIG. 6, a filling counter CountYY is selected according to the target gear position using the table in FIG. 10B, and the filling counter CountYY is counted down. Further, in step 109 of FIG. 6, the filling counter CountXX is selected according to the temporarily set target shift speed using the table of FIG. 10C, and the counter CountXX is counting down (and CountXX> 0). It is determined whether or not.

  On the other hand, when the table of FIG. 11 is used, in step 105 and step 112 of FIG. 6, the table of FIG. 11 (a) is used according to the shift pattern when shifting from the current shift stage to the target shift stage. The filling counter CountXX is selected, and the initial value of the filling counter CountXX is set to a predetermined value k. Further, in step 115 of FIG. 6, a filling counter CountYY is selected according to the target shift speed using the table of FIG. 11B, and the filling counter CountYY is counted down. Further, in step 109 of FIG. 6, the filling counter CountXX is selected according to the shift pattern when shifting to the temporarily set target shift speed using the table of FIG. 11C, and the counter CountXX is counting down ( Whether or not CountXX> 0) is determined.

  Next, Embodiment 2 of the present invention will be described with reference to FIG. In the second embodiment, by executing the shift control program of FIG. 12, the command history of the filling control and the discharging control for the filling scheduled clutch at the time of replacement is stored as the filling flag FapXX and the discharging flag FdrYY, and based on the command history At the time of replacement, the filling state of the working oil of the clutch to be filled is determined.

  The shift control program of FIG. 12 executed in the second embodiment changes the processing of steps 105, 109, and 115 of the program of FIG. 6 described in the first embodiment to the processing of steps 105a, 109a, and 115a, respectively. The processing in step 112 of the program in FIG. 6 is omitted, and the processing in other steps is the same as in FIG.

  In this program, if it is determined in step 101 that the required shift speed is not equal to the target shift speed and it is determined in step 102 that the shift is not being performed, it is determined that the request is a normal shift request that is not a multiple shift request. The process proceeds to step 103, where the target shift speed is set according to the current required shift speed. Thereafter, the routine proceeds to step 104, where the shift type corresponding to the target shift stage is determined.

  After this, the routine proceeds to step 105a, where the filling flag FapXX relating to the clutch XX for which the filling control is executed when shifting from the current shift speed to the target shift speed is set to ON. The filling flag FapXX is reset to OFF when, for example, shifting is completed in step 304 of FIG.

Thereafter, the process proceeds to step 106, the shift flag is set to ON, and then the process proceeds to step 114, where control is performed to shift the shift stage of the transmission gear mechanism 15 to the target shift stage.
After this, the routine proceeds to step 115a, where the discharge flag FdrYY related to the clutch YY for which the discharge control is performed when shifting from the current shift speed to the target shift speed is set to ON. The discharge flag FdrYY is reset to OFF when, for example, shifting is completed in step 304 in FIG.

  On the other hand, if it is determined in step 101 that the required shift speed is not equal to the target shift speed and it is determined in step 102 that the shift is being performed, it is determined that the required shift speed has been updated during the shift, and step 107 is performed. Proceed to, and temporarily set the target shift speed according to the current required shift speed.

  Thereafter, the routine proceeds to step 108, where it is determined whether or not the current phase of the shift control is before the start of the inertia phase depending on whether or not the phase 3 is before Phase3. When it is determined that the current shift control progress status is before the start of the inertia phase, the routine proceeds to step 109a, and the filling control is performed when the target shift stage is replaced with the target shift stage temporarily set in step 107 above. Depending on whether or not the filling flag FapXX for the scheduled clutch XX (the filling scheduled clutch XX at the time of replacement) is ON and the discharge flag FdrXX is ON, the hydraulic control for the charging scheduled clutch XX at the time of replacement is in the non-filling state → filling control → discharge It is executed in the order of control, and it is determined whether or not discharge control is currently being performed.

If it is determined in step 109a that one or both of the filling flag FapXX and the discharging flag FdrXX are not ON, that is, one or both of charging control and discharging control for the filling scheduled clutch XX at the time of replacement. Has not been executed or has already been completed, it is determined that the hydraulic oil filling state of the filling scheduled clutch XX at the time of replacement is known, and the routine proceeds to step 110 where the target shift temporarily set in step 107 is performed. After the stage is formally set as the target shift stage, the routine proceeds to step 111, where the shift type corresponding to the target shift stage is determined.
Thereafter, transmission hydraulic pressure control (step 114) is executed to perform multiple shift control for shifting to the target shift stage after the shift stage of the transmission gear mechanism 15 is read.

  On the other hand, if it is determined in step 109a that the filling flag FapXX for the replacement filling scheduled clutch XX is ON and the discharge flag FdrXX is ON, that is, the hydraulic control for the charging scheduled clutch XX is not filled → If the control is executed in the order of filling control → discharge control and the discharge control is currently in progress, it is determined that the filling state of the hydraulic oil in the refilling scheduled clutch XX at the time of replacement is unknown, and replacement of the target shift stage (multiple Control that shifts the gear position of the transmission gear mechanism 15 to the target gear position before the replacement by executing the gear shift hydraulic pressure control (step 114) without executing the processing of steps 110 and 111. Continue.

  In the second embodiment described above, the filling control and discharge control command histories for the refilling scheduled clutch are stored in the filling flag FapXX and the discharge flag FdrYY, and the hydraulic oil of the refilling scheduled clutch is read based on the command history. Since it is determined whether or not the filling state is unknown, and it is determined that the filling state is unknown, rereading of the target shift stage (multiple shift control) is prohibited. When the engine is updated, it is possible to prevent charging control from being performed on a clutch whose hydraulic oil charging state is unknown, and to prevent occurrence of a shift shock due to overfilling of the clutch. be able to.

  It should be noted that the state of filling of the hydraulic oil of the clutch to be filled at the time of replacement may be determined based on the history of the target shift stage. For example, the target shift speed is read in the order of the first shift speed → the second shift speed → the first shift speed, and the change to the second shift speed is performed again during the switching to the first shift speed. When there is a request, it may be determined that the filling state of the hydraulic fluid of the filling scheduled clutch at the time of replacement is unknown. This is because, when the target gear position is continuously read in such a pattern, there is a high possibility that the filling state of the clutch to be filled at the time of replacement is unknown.

Next, Embodiment 3 of the present invention will be described with reference to FIGS.
In the third embodiment, when it is determined that the filling state of the hydraulic fluid of the clutch to be filled at the time of replacement is unknown, the target shift speed is changed between the current shift speed and the shift speed to be initially read. The speed is changed to a gear stage in which the filling state of the hydraulic fluid of the clutch to be charged is determined. For example, if the current gear position is 1st speed, the gear position that was initially read is 4th speed, and the filling state of the hydraulic fluid of the clutch is unknown, the target speed is set to 2nd speed or 3rd speed. (However, it is a condition that the filling state of the hydraulic fluid of the clutch is known).

Hereinafter, processing contents of the programs of FIGS. 13 to 15 executed in the third embodiment will be described.
In the shift control program shown in FIG. 13 and FIG. 14, if it is determined in step 401 that the required shift speed is not equal to the target shift speed and it is determined in step 402 that the shift is not being performed, a normal multiple shift request is not made. If it is determined that the request is a shift request, the process proceeds to step 403 to set a target shift speed corresponding to the current required shift speed. Thereafter, the process proceeds to step 404, where the above-described shift type determination program shown in FIG. 7 is executed to determine the shift type corresponding to the target shift stage.

  After this, the routine proceeds to step 405, where the initial value of the filling counter CountXX relating to the clutch XX for which the filling control is performed when shifting from the current shift speed to the target shift speed is set to a predetermined value k.

  Thereafter, the process proceeds to step 406, the shift flag is set to ON, and then the process proceeds to step 417, where the shift hydraulic control program shown in FIG. 8 is executed to set the shift stage of the transmission gear mechanism 15 to the target shift stage. Control to shift.

  Thereafter, the process proceeds to step 418, and the count value of the filling counter CountYY related to the clutch YY for which the discharge control is performed when shifting from the current shift speed to the target shift speed is counted down.

  On the other hand, if it is determined in step 401 that the required shift speed is not equal to the target shift speed, and if it is determined in step 402 that the shift is being performed, the required shift speed is updated during the shift and a multiple shift request (target shift speed) is established. 14 is generated, and the process proceeds to step 407 in FIG. 14 to temporarily set the target shift speed corresponding to the current required shift speed.

  Thereafter, the process proceeds to step 408, where it is determined whether or not the current phase of the shift control is before the start of the inertia phase depending on whether or not the phase 3 is before Phase3. If it is determined that the current shift control progress status is before the start of the inertia phase, the process proceeds to step 409, and the filling control is performed when the target shift stage is replaced with the target shift stage temporarily set in step 407. Whether or not the filling state of the hydraulic oil of the scheduled filling clutch XX at the time of replacement is unknown depending on whether or not the charging counter CountXX regarding the scheduled clutch XX (the scheduled charging charge clutch XX) is being counted down (and CountXX> 0). Determine whether.

As a result, when it is determined that the hydraulic oil filling state of the scheduled filling clutch XX at the time of replacement is known (Count XX = 0), the process proceeds to step 410, and the target shift stage temporarily set in step 407 is formally set. Then, the process proceeds to step 411, where the shift type determination program shown in FIG. 7 is executed to determine the shift type corresponding to the target shift stage.
Thereafter, transmission hydraulic pressure control (step 417) is executed, and multiple shift control is performed to shift the gear position of the transmission gear mechanism 15 to the target gear position after replacement.

  On the other hand, if it is determined in step 409 that the filling counter CountXX relating to the replacement filling scheduled clutch XX is being counted down (and CountXX> 0), the filling state of the hydraulic oil in the replacement filling scheduled clutch XX is unknown. Therefore, the process proceeds to step 412, and a replaceable shift speed determination program shown in FIG. 15 described later is executed to determine whether or not a replaceable shift speed exists.

  In the third embodiment, the re-translatable shift speed is the filling control in the shift speed between the current target shift speed and the target shift speed to be initially read (the target shift speed temporarily set in step 407). The speed is changed to the gear position in which the state of filling of the hydraulic oil of the clutch to be determined is known.

Thereafter, the process proceeds to step 413, where it is determined whether or not there is a replaceable shift stage based on the determination result in step 412. If it is determined that there is a replaceable shift stage, the process proceeds to step 414. Then, the target shift speed is set (read) to a shiftable speed. Thereafter, the process proceeds to step 415, and the shift type determination program shown in FIG. 7 is executed to determine the shift type corresponding to the target shift stage.
Thereafter, transmission hydraulic pressure control (step 417) is executed, and multiple shift control is performed to shift the gear position of the transmission gear mechanism 15 to the target gear position after replacement.

  On the other hand, if it is determined in step 413 that there is no re-translatable gear position, re-reading of the target gear position is prohibited, and the shift oil pressure control is performed without executing the processing of steps 414 and 415. (Step 417) is executed, and the control for shifting the gear position of the transmission gear mechanism 15 to the target gear position before reading is continued.

  Next, the processing contents of the replaceable shift speed determination program of FIG. 15 executed in step 412 of the shift control program of FIG. 14 will be described. This program is a program applied to, for example, a 4-speed automatic transmission. When this program is started, first, in step 501, it is determined whether or not the target gear position temporarily set in step 407 in FIG. 14 (hereinafter referred to as “temporarily set target gear position”) is larger than the current target gear position. judge.

  If it is determined that the temporarily set target gear stage is smaller than the current target shift stage, the process proceeds to step 502, where the replacement shift stage is shifted by one stage larger than the temporarily set target shift stage (temporarily set target shift stage). After setting to +1), the routine proceeds to step 503, where it is determined whether or not this replacement gear position (temporary setting target gear position +1) is the same gear position as the current target gear position.

  As a result, when it is determined that the replacement gear position (temporary setting target gear position + 1) is the same gear position as the current target gear position, it is determined that there is no shiftable gear position, and the replacement flag Flag1 Is reset or maintained to be OFF, which means that there is no gear position that can be read, and the program is terminated.

  On the other hand, if it is determined in step 503 that the replacement gear position (temporary setting target gear position + 1) is not the same as the current target gear position, the process proceeds to step 504, where the replacement gear position ( Depending on whether or not the filling counter CountXX relating to the clutch XX for which filling control is to be performed when shifting to the temporarily set target shift speed +1) is being counted down (and CountXX> 0), the replacement shift speed (temporary setting target shift) It is determined whether or not the state of filling of the hydraulic oil of the clutch XX to which the filling control is to be performed when shifting to the stage +1) is unknown.

  As a result, when it is determined that the filling state of the hydraulic oil of the clutch XX to be charged when the shift to the replacement gear position (temporary setting target shift speed + 1) is determined, it can be replaced. When it is determined that there is a shift speed, the routine proceeds to step 514, where the replacement flag Flag1 is set to ON, which means that there is a shift speed that can be replaced, and the program ends.

  On the other hand, if it is determined in step 504 that the filling counter CountXX is being counted down (and CountXX> 0), filling control is performed when shifting to the replacement gear position (temporary setting target gear position + 1). Since the state of filling of the scheduled clutch XX with hydraulic oil is unknown, the process proceeds to step 505, and the replacement gear position is set to a gear position (temporary setting target gear position +2) that is two steps larger than the temporarily set target gear position.

  Thereafter, it is determined in step 506 that the re-reading gear stage (temporary setting target gear stage +2) is not the same gear stage as the current target gear stage, and in step 507, the filling counter CountXX is not counting down (CountXX = 0). Is determined, the hydraulic oil filling state of the clutch XX to be charged when the gear shift to the replacement gear position (temporary setting target gear speed +2) is known is known. If it is determined that there is a stage, the process proceeds to step 514 to set the replacement flag Flag1 to ON, and the program ends.

  On the other hand, if it is determined in step 506 that the replacement gear position (temporary setting target gear speed +2) is the same as the current target gear position, or in step 507, the filling counter CountXX is counting down (and When it is determined that the filling state of the hydraulic oil in the clutch XX to be charged when the shift to the replacement gear position (temporary set target gear speed +2) is performed and the hydraulic fluid filling state of the clutch XX is unknown. Then, it is determined that there is no re-translatable gear position, the re-reading flag Flag1 is reset to OFF or maintained, and this program is terminated.

  If it is determined in step 501 that the temporarily set target gear stage is larger than the current target gear stage, the process proceeds to step 508, where the replacement gear stage is shifted by one stage smaller than the temporarily set target gear stage. Is set to the stage (temporarily set target shift stage-1).

  Thereafter, it is determined in step 509 that the re-reading gear position (temporarily set target gear speed-1) is not the same gear speed as the current target gear speed, and in step 510, the filling counter CountXX is not counting down (CountXX = 0). ) Is determined, the hydraulic oil filling state of the clutch XX that is scheduled to be charged when shifting to the replacement gear stage (temporary setting target gear stage-1) is known, and can be replaced. When it is determined that there is a correct gear position, the process proceeds to step 514, where the replacement flag Flag1 is set to ON, and this program ends.

  On the other hand, if it is determined in step 509 that the replacement gear position (temporary setting target gear position-1) is the same as the current target gear position, it is determined that there is no replaceable gear position. Then, the replacement flag Flag1 is reset or maintained to OFF, and this program is terminated.

  On the other hand, if it is determined in step 510 that the filling counter CountXX is being counted down (and CountXX> 0), the filling control is performed when shifting to the replacement gear position (temporary setting target gear position-1). It is determined that the state of filling of the scheduled clutch XX with hydraulic oil is unknown, and the process proceeds to step 511 where the replacement gear position is smaller by two speeds than the temporarily set target speed position (temporarily set target speed stage-2). Set to.

  Thereafter, it is determined in step 512 that the re-reading gear stage (temporary setting target gear stage -2) is not the same gear stage as the current target gear stage, and in step 513, the filling counter CounterXX is not counting down (CountXX = 0). ) Is determined, the hydraulic oil filling state of the clutch XX scheduled to be charged when shifting to the replacement gear position (temporary setting target gear speed-2) is known, and can be replaced. When it is determined that there is a correct gear position, the process proceeds to step 514, where the replacement flag Flag1 is set to ON, and this program ends.

  On the other hand, if it is determined in step 512 that the re-reading shift stage (temporary setting target shift stage -2) is the same shift stage as the current target shift stage, or in step 513, the filling counter CountXX is counting down ( In addition, it is determined that the filling state of the hydraulic oil in the clutch XX that is to be subjected to the filling control when shifting to the replacement gear stage (temporary setting target gear stage -2) is satisfied. In this case, it is determined that there is no translatable gear position, the reinterpretation flag Flag1 is reset or maintained to OFF, and this program is terminated.

  In the third embodiment described above, when it is determined that the filling state of the hydraulic oil of the clutch to be filled at the time of replacement is unknown, the target shift speed is changed from the current shift speed to the initial shift speed to be read. Since it has been changed to the gear stage in which the filling state of the hydraulic oil of the clutch to be charged is known in the intermediate gear stage, if it is read as the gear stage that was originally read, a shift shock may occur When there is a possibility, it is possible to replace the gear position with a gear position close to the gear position to be initially read while preventing a shift shock.

Next, Embodiment 4 of the present invention will be described with reference to FIG.
In the fourth embodiment, when the filling state of the hydraulic oil replaced during filling oncoming clutch is determined to be unknown, the shift control program shown in FIG. 16, the target gear, the gear position tried Yomikaeyo initial The shift speed is changed to a shift speed in which the filling state of the hydraulic oil of the clutch to be charged is determined in the adjacent shift speeds. For example, if the current gear position is the first speed and the gear position to be read at first is the second speed, and the filling state of the hydraulic fluid of the clutch is unknown, the target gear position is read as the third speed. Yes (provided that the state of filling of the hydraulic fluid of the clutch is known).

  The shift control program in FIG. 16 is a program applied to, for example, a 4-speed automatic transmission. When this program is started, first, in step 501, the replacement gear position is set to a gear position (temporary setting target gear position-1) that is one step smaller than the temporarily set target gear position, and then the process proceeds to step 602. It is determined whether the replacement gear position (temporary setting target gear position-1) is smaller than 1.

  As a result, when it is determined that the replacement gear position (temporary setting target gear position-1) is 1 or more, the process proceeds to step 603, where the replacement gear position (temporary setting target gear position-1) is the current target speed shift. It is determined whether or not the gear position is the same as the gear position.

  If it is determined that the replacement gear position (temporary setting target gear position-1) is the same as the current target gear position, it is determined that there is no gear position that can be replaced, and the replacement flag Flag1 is turned off. To reset or maintain the program.

  On the other hand, if it is determined in step 603 that the replacement gear position (temporary setting target gear position-1) is not the same as the current target gear position, the process proceeds to step 604 and the replacement gear position. Depending on whether or not the filling counter CountXX relating to the clutch XX for which filling control is to be performed when shifting to (temporary setting target shift speed -1) is being counted down (and CountXX> 0), the replacement gear position (temporary setting) It is determined whether or not the state of filling of the hydraulic fluid of the clutch XX to which the filling control is to be performed when shifting to the target gear position-1) is unknown.

  As a result, if it is determined that the hydraulic oil filling state of the clutch XX that is to be subjected to the filling control when shifting to the replacement gear stage (temporary setting target gear stage-1) is determined, the replacement is performed. If it is determined that there is a possible gear position, the process proceeds to step 609, where the replacement flag Flag1 is set to ON, and this program ends.

  On the other hand, when it is determined in step 602 that the replacement gear position (temporary setting target gear position-1) is smaller than 1 (that is, when the temporary setting target gear position is 1st), or in step 604, the filling counter When Count XX is counting down (and Count XX> 0) and the shift to the replacement gear position (temporary setting target gear position-1) is being performed, the filling state of the hydraulic oil of the clutch XX that is scheduled to be filled is unknown. If it is determined that there is, the routine proceeds to step 605, where the replacement gear stage is set to a gear stage (temporary setting target gear stage + 1) that is one stage larger than the temporarily set target gear stage.

  Thereafter, it is determined in step 606 that the replacement gear position (temporary setting target gear position + 1) is 4 or less, and in step 607, the replacement gear position (temporary setting target gear position + 1) is the same as the current target gear position. If it is determined that the gear position is not the gear position, the routine proceeds to step 608, where the speed is changed to the replacement gear position (temporarily set target gear position + 1) depending on whether or not the filling counter CountXX is counting down (and CountXX> 0). In this case, it is determined whether or not the filling state of the hydraulic oil of the clutch XX scheduled to be filled is unknown.

  As a result, when it is determined that the filling state of the hydraulic oil of the clutch XX to be charged when the shift to the replacement gear position (temporary setting target shift speed + 1) is determined, it can be replaced. When it is determined that there is a correct gear position, the process proceeds to step 609, where the replacement flag Flag1 is set to ON, and this program ends.

  On the other hand, when it is determined in step 606 that the replacement gear position (temporary setting target gear position + 1) is larger than 4 (when the temporary setting target gear position is 4th), or in step 607 above. If it is determined that the gear position (temporarily set target gear position + 1) is the same gear position as the current target gear position, or in step 608, the filling counter CountXX is being counted down (and CountXX> 0). When it is determined that the state of filling of the hydraulic oil in the clutch XX to be charged when shifting to the replacement gear position (temporary setting target gear speed +1) is unknown, the replaceable gear position Is determined to be absent, the replacement flag Flag1 is reset to OFF or maintained, and the program ends.

In the fourth embodiment described above, when it is determined that the filling state of the hydraulic fluid of the clutch to be filled at the time of replacement is unknown, the target shift stage is selected from among the shift stages adjacent to the shift stage to be initially replaced. In this case, it is changed to the gear position in which the filling state of the hydraulic fluid of the clutch to be charged is determined. While preventing the shift shock, it can be read as a shift stage that is close to the shift stage that was originally read.

  Needless to say, the present invention is not limited to a four-speed automatic transmission, but can be applied to an automatic transmission having three or less speeds or five or more speeds.

It is a schematic block diagram of the whole automatic transmission in Example 1 of this invention. It is a figure which shows typically the mechanical structure of an automatic transmission. It is a figure which shows the combination of engagement / release of clutch C0-C2 and brake B0, B1 of each gear stage. It is a figure which shows an example of a transmission pattern. 3 is a time chart for explaining a shift control according to the first embodiment. 4 is a flowchart illustrating a flow of processing of a shift control program according to the first embodiment. It is a flowchart which shows the flow of a process of the transmission kind determination program of Example 1. FIG. 6 is a flowchart illustrating a flow of processing of a transmission hydraulic pressure control program according to the first embodiment. It is a figure for demonstrating the setting method of the filling counter of Example 1. FIG. It is a figure for demonstrating the modification (the 1) of the setting method of the filling counter of Example 1. FIG. It is a figure for demonstrating the modification (the 2) of the setting method of the filling counter of Example 1. FIG. It is a flowchart which shows the flow of a process of the transmission control program of Example 2. 10 is a flowchart (No. 1) illustrating a flow of processing of a shift control program according to a third embodiment. It is a flowchart (the 2) which shows the flow of a process of the transmission control program of Example 3. It is a flowchart which shows the flow of a process of the replaceable gear stage determination program of Example 3. It is a flowchart which shows the flow of a process of the replaceable gear stage determination program of Example 4.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 11 ... Automatic transmission, 12 ... Torque converter, 15 ... Transmission gear mechanism (transmission mechanism), 17 ... Hydraulic control circuit, 18 ... Hydraulic pump, 19 ... Line pressure control circuit, 20 ... Automatic transmission control circuit, 21 ... Lock-up Control circuit, 30... AT-ECU (multiple shift control means, filling state determining means, multiple shift limiting means), C0 to C2 ... clutch (friction engagement element), B0, B1 ... brake (friction engagement element)

Claims (5)

An input shaft to which the rotational force is transmitted from the drive source, a transmission mechanism that shifts the rotation of the input shaft and transmits the rotation to the output shaft, and a plurality of friction engagement elements provided at a plurality of shift stages of the transmission mechanism; A filling control for filling a predetermined friction engagement element with hydraulic oil by individually setting a target shift stage in response to a shift stage switching request and individually controlling the hydraulic pressure applied to the plurality of friction engagement elements And / or control of an automatic transmission that performs a discharge control for discharging hydraulic oil from a predetermined friction engagement element and selectively switches between engagement and release of each friction engagement element to switch the gear stage of the transmission mechanism. In the device
A quick filling control means for instructing a hydraulic pressure higher than the hydraulic pressure to be converged when performing the filling control and performing a quick filling control for shortening a filling time of the hydraulic oil to the friction engagement element ;
When a new shift speed change request is generated during switching of the shift speed of the speed change mechanism and the target shift speed is replaced with another shift speed, the shift speed of the transmission mechanism is switched to the target shift speed after the replacement. Multiple shift control means for performing multiple shift control;
The command history immediately before the charge control and the discharge control for the friction engagement element scheduled to be charged after the replacement of the target gear stage (hereinafter referred to as “the friction engagement element scheduled for replacement at the time of replacement”) is changed from the state without filling to the command history. It is memorized that the switching to the discharge control was performed before the quick filling control was completed , and if the discharging control is currently being performed. Filling state determination means for determining that the filling state is unknown;
And a multiple shift limiting means for limiting the replacement of the target shift stage when it is determined that the state of filling of the hydraulic fluid of the scheduled friction filling element at the time of replacement is unknown. Transmission control device.   2. The multiple shift limiting means prohibits rereading of the target shift stage when it is determined that the state of filling of the hydraulic fluid of the pre-filling friction engagement element at the time of replacement is unknown. A control device for an automatic transmission according to claim 1. The multiple shift limiting means delays the replacement of the target gear stage until the state of filling is determined when it is determined that the state of filling of the hydraulic fluid of the scheduled friction filling element at the time of replacement is unknown. The control device for an automatic transmission according to claim 1 . The multiple shift limiting means tries to replace the target shift speed with the current target shift speed when it is determined that the hydraulic oil filling state of the scheduled friction engagement element at the time of replacement is unknown. The automatic shift according to claim 1 or 3, wherein the shift stage is replaced with a shift stage in which a filling state of hydraulic oil of a friction engagement element to be charged is determined in a shift stage between the shift stages. Machine control device. The multiple shift limiting means shifts the target shift stage adjacent to the shift stage to be initially replaced when it is determined that the hydraulic oil filling state of the scheduled friction engagement element at the time of replacement is unknown. The automatic transmission according to any one of claims 1, 3, and 4, wherein the automatic transmission is replaced with a gear stage in which a filling state of hydraulic oil of a friction engagement element to be charged is determined. Control device.

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