JP4877511B2 - Control device for automatic transmission - Google Patents

Description

  The present invention relates to a control device for an automatic transmission that controls a hydraulic pressure applied to a plurality of friction engagement elements provided in a transmission mechanism and switches a gear position of the transmission mechanism.

  An automatic transmission for an automobile transmits the driving force of an engine to an input shaft of a transmission gear mechanism through a torque converter, shifts the transmission gear mechanism to transmit it to an output shaft, and rotationally drives the drive wheels. ing. Generally, a transmission gear mechanism has a plurality of gears arranged between an input shaft and an output shaft, and a plurality of power transmission paths having different speed ratios are formed between the input shaft and the output shaft. Friction engagement elements such as clutches and brakes are provided inside, and the hydraulic pressure applied to each friction engagement element is individually controlled in response to a gear change request, thereby engaging and releasing each friction engagement element. By selectively switching, the power transmission path between the input and output shafts is switched to switch the gear ratio.

  In such an automatic transmission, for example, when the accelerator pedal is depressed, a shift control for switching the gear position of the transmission gear mechanism from the fourth speed to the third speed and a shift control for switching from the third speed to the second speed are continuously executed. When continuous speed change control is performed (that is, when the speed is changed continuously from 4th speed → 3rd speed → 2nd speed), if the change in the speed ratio temporarily stops near the 3rd speed, which is the intermediate speed, There is a possibility that a two-stage shock occurs due to a two-stage shift, and the shift time becomes longer.

As a countermeasure, as described in Patent Document 1 (Japanese Patent Application Laid-Open No. 2003-106438), when the gear position of the transmission gear mechanism is switched from the Nth speed to the (N−α) speed through the intermediate speed. In order to prevent the change in the gear ratio from stopping before the end of the first changeover process (the process of changing from the gear ratio of the Nth gear to the gear ratio of the intermediate gear) in the gear ratio range of the intermediate gear. There is a type in which two friction engagement elements (friction engagement elements fastened at the Nth stage and the intermediate speed stage) are controlled to slip.
JP 2003-106438 A (second page, etc.)

  For example, when performing a continuous shift control that continuously shifts the shift speed of the transmission gear mechanism from the 4th speed to the 3rd speed to the 2nd speed by depressing the accelerator pedal, using the technique of Patent Document 1, the intermediate speed stage By controlling the friction engagement elements that are fastened at the 4th and 3rd speeds so that the change in the gear ratio does not stop in the 3rd speed ratio range, the 2nd speed is prevented and the 2nd shock is generated. Can be prevented. However, if it is not necessary to switch to the second speed, which is the final shift stage, when the accelerator pedal is returned in the middle of the continuous shift control, the continuous speed control is continued as it is and the speed stage is once switched to the second speed. If the gear position is switched to the third gear speed or higher, an unnecessary engine braking feeling may occur or the shift time may become longer.

  The present invention has been made in view of such circumstances. Accordingly, the object of the present invention is to provide an unnecessary engine brake feeling when switching to the final shift stage is not necessary during the continuous shift control. It is an object of the present invention to provide a control device for an automatic transmission that can prevent the occurrence of the shift and shorten the shift time.

In order to achieve the above object, according to the first aspect of the present invention, the engagement and release of each frictional engagement element is achieved by individually controlling the hydraulic pressure applied to the plurality of frictional engagement elements provided in the speed change mechanism. In a control device for an automatic transmission that selectively switches and switches the shift stage of the transmission mechanism, the first shift control and the second shift stage that switch the shift stage of the transmission mechanism from the first shift stage to the second shift stage. The first friction engagement element that is engaged between the first shift stage and the second shift stage by the slip control means during the continuous shift control that continuously executes the second shift control that switches to the third shift stage. Is controlled to slide in the vicinity of the end of the first shift control, and when the request for switching to the third shift stage is canceled during the continuous shift control, the second shift control is changed to the second shift control stop means. a first means ceases, the further the When the second shift control is stopped, the second shift control stopping means gradually increases the torque capacity of the first friction engagement element to a predetermined capacity necessary for establishing the second shift stage. It is a feature.

In this configuration, when the request for switching to the third shift stage, which is the final shift stage, is canceled during the continuous shift control and the switch to the third shift stage becomes unnecessary, the second shift control is stopped. Thus, switching from the second gear to the third gear can be stopped, so that unnecessary engine brake feeling can be prevented and the shift time can be shortened.
In the present invention, during continuous shift control, the first friction engagement element engaged at the first shift stage and the second shift stage is controlled to slide near the end of the first shift control. When the second shift control is stopped (when switching from the second shift stage to the third shift stage is stopped), the torque capacity of the first friction engagement element that is controlled to slip is increased to increase the torque capacity. It is necessary to stop the sliding of the first frictional engagement element. However, if the torque capacity of the first frictional engagement element is suddenly increased to stop the slipping of the first frictional engagement element, a shift shock may occur.
As a countermeasure against this, in the invention according to claim 1, when the second shift control is stopped, the torque capacity of the first friction engagement element is gradually increased to a predetermined capacity necessary for establishment of the second shift stage. Thus, the first frictional engagement element can be prevented from slipping while gradually increasing the torque capacity of the first frictional engagement element to prevent the occurrence of a shift shock.

  In this case, as in claim 2, when the request for switching to the third shift stage is canceled during the continuous shift control, the speed ratio obtained from the input shaft rotational speed and the output shaft rotational speed of the speed change mechanism is a predetermined value. The second shift control may be stopped in the following cases. In this way, when the request to switch to the third shift stage is canceled during the continuous shift control, if the gear ratio is less than or equal to the predetermined value, the shift control is not advanced so much. If it is determined that it is better to stop the shift control, the second shift control can be stopped. On the other hand, if the gear ratio is already greater than the predetermined value, the shift control has advanced considerably, so It is determined that it is better to execute the second shift control than to cancel the second shift control, and the second shift control can be executed.

  By the way, when the second shift control is stopped, even if the torque capacity of the first friction engagement element is increased to a predetermined capacity set in advance, the first friction is caused by an error (variation) such as hydraulic pressure or friction coefficient. There is a possibility that the torque capacity of the engagement element is insufficient and the first friction engagement element continues to slide.

Thus, as in claim 3 , when the second speed change control is stopped, the input shaft rotational speed of the speed change mechanism increases even after the torque capacity of the first friction engagement element is increased to a predetermined capacity. Alternatively, the torque capacity of the first friction engagement element may be increased until the increase in the input shaft rotation speed stops. That is, if the input shaft rotational speed of the speed change mechanism increases even after the torque capacity of the first friction engagement element is increased to a predetermined capacity, the first friction is caused by errors (variations) such as hydraulic pressure and friction coefficient. Since the torque capacity of the engagement element is insufficient, it is determined that the first friction engagement element is slipping, and the torque capacity of the first friction engagement element is increased until the increase in the input shaft rotational speed stops. Let Thereby, it is possible to prevent the first frictional engagement element from continuing to slide due to insufficient torque capacity due to errors such as hydraulic pressure and friction coefficient, and to reliably stop the sliding of the first frictional engagement element.

According to a fourth aspect of the present invention, when the second shift control is stopped, it is possible to execute a process of stopping the second shift control while the torque capacity of the first friction engagement element is greater than or equal to a predetermined value. If it is determined that it is possible to execute the process of stopping the second shift control while the torque capacity of the first friction engagement element is greater than or equal to a predetermined value, the first friction engagement is determined. You may make it raise the hydraulic pressure made to act on a joint element more than the hydraulic pressure required for establishment of a 2nd gear speed promptly. That is, it is determined that the process of stopping the second shift control can be executed while the torque capacity of the first friction engagement element is greater than or equal to a predetermined value (for example, before the first friction engagement element starts to slip). In this case, even if the hydraulic pressure applied to the first frictional engagement element is quickly increased, it is determined that a shift shock does not occur, and the hydraulic pressure applied to the first frictional engagement element is quickly changed to the second shift. Raise the oil pressure to a level higher than that required to establish the stage. As a result, the torque capacity of the first friction engagement element can be quickly increased, the second shift control can be quickly stopped, and the input shaft rotation speed can be prevented from rising.

In this case, as in the fifth aspect , when the hydraulic pressure command value to be applied to the first friction engagement element is equal to or greater than a predetermined value, the second capacity is maintained while the torque capacity of the first friction engagement element is equal to or greater than the predetermined value. You may make it determine with the process which stops transmission control being executable. In other words, since the torque capacity of the first friction engagement element changes according to the hydraulic pressure command value of the first friction engagement element, if the hydraulic pressure command value of the first friction engagement element is used, the first friction Whether or not the process of stopping the second shift control can be executed while the torque capacity of the engaging element is equal to or greater than a predetermined value can be accurately determined.

Further, as in claim 6 , when the input shaft rotational speed of the speed change mechanism is less than or equal to a predetermined value, the process of stopping the second speed change control while the torque capacity of the first friction engagement element is greater than or equal to a predetermined value. You may make it determine with being executable. Alternatively, as in claim 7 , when the speed ratio obtained from the input shaft rotational speed and the output shaft rotational speed of the speed change mechanism is less than a predetermined value, the torque capacity of the first friction engagement element is greater than or equal to a predetermined value. Alternatively, it may be determined that the process of stopping the second shift control is executable. That is, since the input shaft rotation speed changes according to the torque capacity of the first friction engagement element and the gear ratio changes, if the input shaft rotation speed or the gear ratio is used, the torque of the first friction engagement element Whether or not the process of stopping the second shift control can be executed while the capacity is greater than or equal to a predetermined value can be accurately determined.

Hereinafter, an embodiment embodying the best mode for carrying out the present invention will be described.
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 stored in a built-in ROM (storage medium), thereby shifting the transmission gear mechanism 15 according to a preset shift pattern of FIG. As shown, the energization of each hydraulic control valve of the automatic transmission control circuit 20 is controlled in response to a gear change request generated according to the operation position of the shift lever 25 and the operating conditions (throttle opening, vehicle speed, etc.). By controlling the hydraulic pressure applied to the clutches C0, C1, C2 and the brakes B0, B1 of the transmission gear mechanism 15, as shown in FIG. 3, the clutches C0, C1, C2 and the brakes B0, B1 The gear ratio of the transmission gear mechanism 15 is switched by switching the engagement / release and switching the combination of gears for transmitting power.

  In addition, when a new shift speed change request is generated during the first shift control for switching the shift gear mechanism 15 from the first shift speed to the second shift speed, the first shift control is continued. Preparation for the second shift control for switching from the second shift stage to the third shift stage is performed during the first shift control, and the second shift control is continuously executed after the end of the first shift control. Continuous shift control 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 shift control at the time of switching the gear position of the transmission gear mechanism 15 will be described.
First, referring to FIG. 5, in a power-on state in which a positive driving force is transmitted from the engine side to the transmission side, the gear position of the transmission gear mechanism 15 is changed from 4th gear (first gear) to 2 in response to a gear change request. 4-2 shift control (first shift control) for switching to the speed (second shift stage) is executed, and a new shift stage change request is generated during the 4-2 shift control. Example of control when performing continuous shift control for continuously executing 2-1 shift control (second shift control) for switching the shift speed from the second speed (second shift speed) to the first speed (third shift speed) explain.

  As shown in FIG. 5, when the 4-2 shift control is executed, first, the first shift control is performed at the time point t0 when the requested shift speed is updated from the 4th speed to the 2nd speed in response to the shift speed change request. In order to apply the hydraulic pressure to the engagement side clutch C0 of (4-2 shift control), the hydraulic pressure command value PCAPC0 of the engagement side clutch C0 is set to a value higher than the hydraulic pressure to be temporarily converged to engage the clutch. The quick filling control for speeding up the filling of the hydraulic oil into the side clutch C0 is executed.

Thereafter, the hydraulic pressure command value PCAPC0 of the engagement side clutch C0 of the first shift control is lowered to a predetermined standby hydraulic pressure, and kept at a constant pressure state until the shift progress degree reaches a predetermined degree. The degree of shift progress in the case of 4-2 shift control is calculated by the following equation.
Speed change degree = (current speed ratio−speed ratio of 4th speed) / (speed ratio of 2nd speed−speed ratio of 4th speed)
Here, gear ratio = input shaft rotational speed Nt / output shaft rotational speed No.

  Further, at the time point t0 when the required shift speed is updated from the 4th speed to the 2nd speed in response to the shift speed change request, the hydraulic command value PCRLC2 of the release side clutch C2 of the first shift control (4-2 shift control) is The release side clutch C2 is lowered to an initial hydraulic pressure that is slightly higher than the hydraulic pressure at which slipping starts to occur (PHASE1). Here, the initial hydraulic pressure is calculated based on the turbine torque, which is the torque of the output shaft 14 of the torque converter 12, the shared torque of the release side clutch C2 with respect to this turbine torque, the characteristics of the release side clutch C2, and the like. Further, the turbine torque is calculated by the AT-ECU 30 based on engine torque information received from an engine ECU (not shown), torque converter characteristics, and the like.

  Thereafter, the sweep control (PHASE2) is executed, and until the time t2 when the release side clutch C2 of the first shift control is slipped and the starting oil pressure of the inertia phase at which the gear ratio changes is reached, the release clutch C2 The hydraulic pressure command value PCRLC2 is gradually decreased. Thereafter, feedback control (PHASE3) is executed until time point t6 when the inertia phase ends, and the hydraulic pressure acting on the disengagement clutch C2 is feedback-controlled so as to maintain the input shaft rotational speed change during shifting at a predetermined value. Here, the end timing of the inertia phase is determined based on whether or not the input shaft rotational speed Nt has reached the second synchronous rotational speed that is the target gear stage.

  At that time, in the engagement side clutch C0 of the first shift control, the hydraulic pressure command value PCAPC0 of the engagement side clutch C0 is predetermined from the time t4 when the shift progress degree reaches a predetermined degree to the time t6 when the inertia phase ends. Gradually increase at a rate of.

  Thereafter, at the time point t6 when the inertia phase ends, the hydraulic pressure command value PCAPC0 of the engagement side clutch C0 of the first shift control is increased to the maximum hydraulic pressure, and the hydraulic pressure command value of the release side clutch C2 of the first shift control is increased. An end-time control (PHASE4) for reducing the PCRLC2 to a hydraulic pressure at which torque is not transmitted is executed, and the 4-2 shift control (first shift control) is ended.

  Further, when a new shift speed change request is generated during the 4-2 shift control and the requested shift speed is updated from the 2nd speed to the 1st speed, the next execution is performed during the 4-2 shift control. Preparation for scheduled 2-1 shift control (second shift control) is performed as follows.

  First, at the time t3 when a new shift speed change request is generated during the 4-2 shift control and the required shift speed is updated from the 2nd speed to the 1st speed, the second shift control (2-1 shift control) is performed. Rapid filling control is executed to set the hydraulic pressure command value PCAPB0 of the engagement side clutch B0 to a value higher than the hydraulic pressure to be temporarily converged. Thereafter, the hydraulic pressure command value PCAPB0 of the engagement side clutch B0 is set to be slightly lower than the hydraulic pressure at which the engagement side clutch B0 starts to be engaged (the hydraulic pressure value at which the engagement side clutch B0 can be held at a position immediately before the engagement). ). Accordingly, when the 4-2 shift control as the first shift control is finished and the 2-1 shift control as the second shift control is continuously executed, the engagement side of the second shift control is determined. A desired hydraulic pressure can be quickly applied to the clutch B0.

  Furthermore, at the time t3 when a new shift speed change request is generated during the 4-2 shift control and the required shift speed is updated from the 2nd speed to the 1st speed, the second shift control (2-1 shift control) is executed. The hydraulic pressure command value PCRLB1 of the release side clutch B1 (that is, the clutch engaged at the 4th speed and the 2nd speed and corresponding to the first friction engagement element in the claims) is set to the release side clutch B1. The pressure is reduced to a slightly lower pressure than the oil pressure at which it begins to slide. Thereby, it is possible to promptly shift to the next slip control.

  Thereafter, at the time t5 when the gear ratio (= input shaft rotational speed Nt / output shaft rotational speed No) becomes equal to or greater than a predetermined value (for example, a gear ratio slightly before the end of the 4-2 gear shift control). Then, the hydraulic pressure command value PCRLB1 of the disengagement side clutch B1 of the second shift control is lowered to a reduced pressure value at which the disengagement side clutch B1 slips. Thus, during continuous shift control, slip control for sliding the disengagement side clutch B1 is executed to prevent the gear ratio from stagnating in the vicinity of the gear ratio of the second speed, which is the intermediate gear, and thereby the two-stage. Shifting is prevented to prevent occurrence of a two-stage shock.

  Thereafter, after the 4-2 shift control that is the first shift control is completed, the same control as the control after PHASE 3 of the 4-2 shift control is performed, and the 2-1 shift that is the second shift control is performed. Control is executed continuously. As described above, the continuous shift control for continuously executing the 4-2 shift control as the first shift control and the 2-1 shift control as the second shift control is performed.

  As described above, when a new shift speed change request is generated in the middle of the 4-2 shift control and the required shift speed is updated from the 2nd speed to the 1st speed, -1 gearshift control is prepared, but if the request for switching to the first speed (third gear) is canceled during the 2-1 gearshift control preparation period, the continuous gearshift control is continued as it is. If the gear position is once switched to the first speed and then returned to the second speed, an unnecessary engine braking feeling may occur or the shift time may be prolonged.

  Therefore, in this embodiment, when the request for switching to the first speed is canceled during the preparation period of the 2-1 shift control, the 2-1 shift control (second shift control) is stopped and the second shift control is started. The switch to 1st speed is stopped. This prevents unnecessary engine brake feeling and shortens the shift time. Hereinafter, a control example when the 2-1 shift control (second shift control) is stopped will be described with reference to FIGS.

  In the present embodiment, the second shift control (2) is performed during the continuous shift control in which the 4-2 shift control as the first shift control and the 2-1 shift control as the second shift control are continuously executed. -1 shift control), the second shift control is stopped to control the release side clutch B1 (that is, the clutch engaged at the 4th and 2nd speeds) to slide near the end of the first shift control. In this case, it is necessary to stop the slippage of the release side clutch B1 by increasing the torque capacity of the release side clutch B1 under slip control.

  However, as shown in FIG. 6, when the request for switching to the first speed is canceled after the disengagement side clutch B1 of the second shift control (2-1 shift control) starts to slip, switching to the first speed is performed. When the hydraulic pressure command value PCRLB1 of the release side clutch B1 of the second shift control is suddenly increased at the time point ta when the request is canceled, the release side clutch B1 starts to slip and the input shaft rotational speed Nt increases, and then the release side clutch B1 The actual hydraulic pressure (see the broken line in FIG. 6) suddenly rises and the disengagement side clutch B1 suddenly engages, so that the input shaft rotational speed Nt drops suddenly and the accompanying inertia change shock (a sudden change in the output shaft torque TO) occurs. there's a possibility that.

  As a countermeasure against this, in this embodiment, as shown in FIGS. 7 and 8, at the time ta when the request for switching to the first speed is canceled, the torque capacity of the release side clutch B1 of the second shift control is greater than or equal to a predetermined value. Whether or not the process of stopping the second shift control (the process of increasing the actual hydraulic pressure of the release side clutch B1 and engaging the release side clutch B1) can be executed during the interval (before the release side clutch B1 starts to slip) Determine whether.

  As a result, as shown in FIG. 7, when it is determined that the process of stopping the second shift control cannot be executed while the torque capacity of the release side clutch B1 of the second shift control is equal to or greater than a predetermined value (for example, the first shift control In the case where the request for switching to the first speed is canceled after the release-side clutch B1 of the second speed control starts to slip), the second shift control is started from the time ta when the request for switching to the first speed is canceled. Slow increase control is executed to gradually increase the hydraulic pressure command value PCRLB1 of the release side clutch B1 to a hydraulic pressure value at which the release side clutch B1 has a torque capacity that does not slip at the second speed.

  As a result, the actual hydraulic pressure (see the broken line in FIG. 7) of the release side clutch B1 can be gently raised to engage the release side clutch B1 gently, so that the input shaft rotational speed Nt is gently lowered, It is possible to prevent the occurrence of inertia change shock (sudden change of output shaft torque TO).

  On the other hand, as shown in FIG. 8, when it is determined that the process of stopping the second shift control can be executed while the torque capacity of the disengagement side clutch B1 of the second shift control is equal to or greater than a predetermined value (for example, the second shift control In the case where the request for switching to the first speed is canceled before the release-side clutch B1 of the shift control starts to slip), at the time ta when the request for switching to the first speed is canceled, the release side of the second shift control The sudden increase control for rapidly increasing the hydraulic pressure command value PCRLB1 of the clutch B1 is executed.

  In this case, since the actual hydraulic pressure (see the broken line in FIG. 8) of the release side clutch B1 can be rapidly increased before the release side clutch B1 starts to slip, the sudden decrease in the input shaft rotation speed Nt due to the sudden increase in the actual hydraulic pressure is prevented. Thus, it is possible to prevent the occurrence of an inertia change shock (a sudden change in the output shaft torque TO). Further, the torque capacity of the release-side clutch B1 can be quickly increased to quickly stop the second shift control (2-1 shift control) and to prevent the input shaft rotational speed Nt from being blown up. Can do.

The shift control according to the present 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. Each program in FIGS. 9 to 15 is executed at a predetermined cycle (for example, 10 msec cycle) while the AT-ECU 30 is powered on.
[Second-gear shift control engagement-side clutch preparation determination program]
When the second shift control engagement-side clutch preparation determination program shown in FIG. 9 is started, first, in step 101, a request for continuous shift control is made depending on whether or not the continuous shift control request flag REN is ON. Determine whether it has occurred. This continuous shift control request flag REN is set to ON when, for example, a new shift speed change request is generated during the first shift control and the required shift speed is updated.

  If it is determined in step 101 that a request for continuous shift control has been generated (REN = ON), the process proceeds to step 102 to prepare for hydraulic control of the engaging clutch of the second shift control. Set the meaning preparation flag RENAP to ON.

  On the other hand, if it is determined in step 101 that a request for continuous shift control has not occurred (REN = OFF), the process proceeds to step 103, where the preparation flag RENAP is reset to OFF.

[Second-gear shift control engagement side clutch hydraulic pressure calculation program]
When the engagement-side clutch hydraulic pressure calculation program for the second shift control shown in FIG. 10 is started, first, at step 201, it is determined whether or not the first shift control is completed, and the first shift control is executed. If it is determined that it is being executed, the process proceeds to step 202, where it is determined whether or not the preparation flag RENAP is ON.

As a result, when it is determined that the preparation flag RENAP is ON, the processing related to the hydraulic control preparation of the engagement side clutch of the second shift control is performed as follows.
First, in step 203, the second shift control is engaged depending on whether or not the count value TMRENQP of the timer that measures the execution time of the rapid filling control of the engaging clutch of the second shift control is equal to or greater than a predetermined value QUT. It is determined whether or not the execution time of the quick filling control of the engagement side clutch is equal to or longer than a predetermined value QUT.

  If it is determined in step 203 that the execution time of the quick filling control of the engagement side clutch of the second shift control has not reached the predetermined value QUT, the process proceeds to step 204 to continue the quick filling control. Further, after the count value TMRENQP of the timer is counted up by a predetermined value CALTM, the process proceeds to step 205, where the hydraulic pressure command value PCAP of the engagement side clutch of the second shift control is set to the charging hydraulic pressure QUP for rapid charging control.

Thereafter, when it is determined in step 203 that the execution time of the quick filling control is equal to or longer than the predetermined value QUT, the routine proceeds to step 206, where the hydraulic command value PCAP of the engaging side clutch of the second shift control is set to By setting the hydraulic pressure obtained by subtracting the predetermined value M1 from the hydraulic pressure PSET at which the engagement side clutch starts to be engaged, the hydraulic pressure value slightly lower than the hydraulic pressure PSET at which the engagement side clutch starts to be engaged (the engagement side clutch B0 is engaged). (Hydraulic value that can be held at the position immediately before the match).
PCAP = PSET-M1
Thus, when the first shift control is completed and the second shift control is continuously executed, a desired hydraulic pressure can be quickly applied to the engagement side clutch of the second shift control.

Thereafter, when it is determined in step 201 that the first shift control has been completed, the routine proceeds to step 207, where the engagement clutch receives the hydraulic command value PCAP of the engagement clutch of the second shift control. The hydraulic pressure value is set by subtracting a predetermined value M2 (where M2 <M1) from the hydraulic pressure PSET at which engagement starts.
PCAP = PSET-M2

[Second-side shift control disengagement side clutch decompression determination program]
When the disengagement side clutch pressure reduction determination program for the second shift control shown in FIG. 11 is started, first, at step 301, a request for continuous shift control is generated depending on whether or not the continuous shift control request flag REN is ON. It is determined whether or not.

  If it is determined in step 301 that a request for continuous shift control has occurred (REN = ON), in steps 302 to 304 in the following steps, continuous down shift control in the power-on state (first shift) It is determined whether the control is downshift and the second shift control is downshift).

  As a result, if it is determined that the continuous downshift control is in the power-on state, the process proceeds to step 305, where the gear ratio RATIO (= input shaft rotational speed Nt / output shaft rotational speed No) is greater than or equal to a predetermined value RRT1. It is determined whether or not there is. For example, the predetermined value RRT1 is set to a gear ratio corresponding to a little before the end of the first shift control.

  If it is determined in step 305 that the gear ratio RATIO is smaller than the predetermined value RT1, the process proceeds to step 306, where the first pressure reduction flag RENRL1 is set to ON. In this case, the hydraulic pressure command value PCRL of the release side clutch (the clutch corresponding to the first friction engagement element in the claims) of the second shift control is slightly higher than the hydraulic pressure at which the release side clutch starts to slide. Reduce to reduced pressure.

  Thereafter, when it is determined in step 305 that the gear ratio RATIO is equal to or greater than the predetermined value RT1, the process proceeds to step 307, and the second pressure reduction flag RENRL2 is set to ON. In this case, the hydraulic pressure command value PCRL of the disengagement side clutch of the second shift control is lowered to a pressure reduction value at which the disengagement side clutch slips.

  On the other hand, if it is determined in steps 302 to 304 that the continuous shift control is other than the continuous down shift control in the power-on state (that is, if “No” is determined in at least one of steps 302 to 304). ), The process proceeds to step 306, and the first pressure reduction flag RENRL1 is set to ON. Thus, when the first shift control is completed, the hydraulic pressure of the disengagement side clutch of the second shift control can be quickly transferred to a desired hydraulic pressure.

[Release side clutch pressure reduction value calculation program for second shift control]
When the release-side clutch pressure reduction value calculation program for the second shift control shown in FIG. 12 is started, first, at step 401, it is determined whether or not the first pressure reduction flag RENRL1 is ON, and the first pressure reduction If it is determined that the flag RENRL1 is ON, the process proceeds to step 402, and it is determined whether or not the second pressure reduction flag RENRL2 is ON.

  If it is determined in step 401 that the first pressure reduction flag RENRL1 is ON, but if it is determined in step 402 that the second pressure reduction flag RENRL2 is OFF, that is, only the first pressure reduction flag RENRL1 is set. If it is ON, the process proceeds to step 403, and a reduced pressure value PCRENRLO for waiting in a state just before the disengagement side clutch of the second shift control starts to slip is calculated by the following equation.

PCRENRLO = L1 × K1 × TT + PSET
Here, PSET is a hydraulic pressure at which the transmission torque capacity of the release side clutch is “0”, and TT is a turbine torque. K1 is a coefficient for setting the pressure reduction value PCRENRLO to a hydraulic pressure value slightly higher than the hydraulic pressure L1 × TT + PSET at which the release side clutch starts to slide.

  Thereafter, when it is determined in step 402 that the second pressure reduction flag RENRL2 is ON, the process proceeds to step 404 and the disengagement side clutch of the second shift control is slid near the end of the first shift control. A reduced pressure value PCRENRLO is calculated by the following equation.

PCRENRLO = L2 × K2 × TT + PSET
Here, L2 and K2 are coefficients for setting the reduced pressure value PCRENRLO to a hydraulic pressure value at which the release side clutch slips.

[Second-side shift control release side clutch oil pressure calculation program]
When the disengagement clutch hydraulic pressure calculation program for the second shift control shown in FIG. 13 is started, first, at step 501, it is determined whether or not the first shift control is completed, and the first shift control is executed. If it is determined that the pressure is in the middle, the hydraulic pressure command value PCRL of the disengagement side clutch of the second shift control is gradually lowered to the pressure reduction value PCRENRLO in the next steps 502 to 504.

First, in step 502, the hydraulic pressure command value PCRL for the disengagement side clutch of the second shift control is subtracted by a predetermined value RLD.
PCRL = PCRL-RLD

  Thereafter, the process proceeds to step 503, where it is determined whether or not the hydraulic pressure command value PCRL of the disengagement side clutch of the second shift control is equal to or lower than the pressure reduction value PCRENRLO, and it is determined that the hydraulic pressure command value PCRL is equal to or lower than the pressure reduction value PCRENRLO. If YES in step 504, the flow proceeds to step 504, and the hydraulic pressure command value PCRL is guarded with the reduced pressure value PCRENRLO (PCRL = PCRENRLO).

  As a result, during a period when the gear ratio RATIO is smaller than the predetermined value RT1, the pressure reduction value PCRENRLO (= L1) is slightly higher than the hydraulic pressure command value PCRL of the release side clutch of the second shift control. XK1 * TT + PSET).

  Thereafter, during a period when the gear ratio RATIO is equal to or greater than the predetermined value RT1, the hydraulic pressure command value PCRL of the disengagement side clutch of the second speed change control is set to a depressurization value PCRENRLO (= L2 × K2 × TT + PSET) at which the disengagement side clutch slips. To lower. As a result, during continuous shift control, slip control is performed to slide the disengagement side clutch of the second shift control, so that the gear ratio stagnates in the vicinity of the gear ratio of the intermediate shift stage (second shift stage). By preventing the two-stage shift, the two-stage shock is prevented.

Thereafter, when it is determined in step 501 that the first shift control has been completed, the process proceeds to step 505, where the same control as the control after PHASE 3 of the first shift control is performed to perform the second shift control. Is executed continuously.
The processes of the programs shown in FIGS. 11 to 13 serve as slip control means in the claims.

[Second shift control stop determination program]
When the second shift control cancellation determination program shown in FIG. 14 is started, first, at step 601, it is determined whether or not the request for switching to the third shift stage has been canceled, and switching to the third shift stage is performed. If it is determined that the request has been canceled, the process related to the second shift control procedure (the processes in steps 602 to 605) is performed only once after the request to switch to the third shift stage is canceled. To do.

  First, in step 602, it is determined whether or not the gear ratio RATIO (= input shaft rotational speed Nt / output shaft rotational speed No) is equal to or less than a predetermined value CANRT1. The predetermined value CANRT1 is set in consideration of the feeling at the time of shifting, the heat generation of the disengagement side clutch of the second shift control, and the like.

  If it is determined in step 602 that the gear ratio RATIO is greater than the predetermined value CANRT1, the gear shift control has advanced considerably, so the second gear shift control is executed rather than the second gear shift control is stopped. Therefore, the program is terminated without executing the processing from step 603 onward. Thus, the second shift control is continued and the gear position is temporarily switched to the third gear position.

  On the other hand, if it is determined in step 602 that the speed ratio RATIO is equal to or less than the predetermined value CANRT1, it is determined that the second speed change control should be stopped because the speed change control has not progressed much. Then, the process proceeds to step 603, where the torque capacity of the release side clutch of the second shift control is greater than or equal to a predetermined value depending on whether or not the hydraulic pressure command value PCRL of the release side clutch of the second shift control is greater than or equal to a predetermined value. It is determined whether or not the process of stopping the second shift control (the process of increasing the actual hydraulic pressure of the release side clutch and engaging the release side clutch) can be executed (before the release side clutch starts to slip). .

  If it is determined in step 603 that the hydraulic pressure command value PCRL of the disengagement side clutch of the second shift control is greater than or equal to a predetermined value, the torque capacity of the disengagement side clutch of the second shift control is greater than or equal to the predetermined value. Since the process for stopping the second shift control can be executed at the same time, an inertia change shock (a sudden change in the output shaft torque TO) occurs even if the hydraulic pressure command value PCRL of the disengagement side clutch of the second shift control is suddenly increased. If not, the process proceeds to step 604, and the rapid increase flag RENCAN1 is set to ON. In this case, the hydraulic pressure command value PCRL of the disengagement side clutch of the second shift control is rapidly increased.

  On the other hand, when it is determined in step 603 that the hydraulic pressure command value PCRL of the release side clutch of the second shift control is lower than the predetermined value, the torque capacity of the release side clutch of the second shift control is greater than or equal to the predetermined value. Since the process for stopping the second shift control cannot be executed during this period, if the hydraulic pressure command value PCRL of the release side clutch of the second shift control is suddenly increased, an inertia change shock (a sudden change in the output shaft torque TO) occurs. If it is determined that there is a possibility, the process proceeds to step 605, and the gradual rise flag RENCAN2 is set to ON. In this case, the hydraulic pressure command value PCRL of the disengagement side clutch of the second shift control is gradually increased.

[Suspension oil pressure calculation program]
When the cancel hydraulic pressure calculation program shown in FIG. 15 is started, first, in step 701, it is determined whether or not the rapid increase flag RENCAN1 is ON. If it is determined that the rapid increase flag RENCAN1 is ON, step 702 is performed. Then, the hydraulic pressure command value PCRL for the disengagement side clutch of the second shift control is calculated by the following equation. At this time, the hydraulic pressure command value PCRL is guarded with the upper limit guard value PCMAX.
PCRL = PCRL + RLCANAD1

  Thereby, the hydraulic pressure command value PCRL is increased by a relatively large change amount RLCANAD1 (for example, 300 kPa) at every calculation timing (for example, every 10 msec) of the hydraulic pressure command value PCRL, and the hydraulic pressure command value PCRL is rapidly increased.

  On the other hand, if it is determined in step 701 that the rapid increase flag RENCAN1 is OFF, the process proceeds to step 703, where it is determined whether the moderate increase flag RENCAN2 is ON, and the moderate increase flag RENCAN2 is ON. If it is determined, the slow increase control for gradually increasing the hydraulic pressure command value PCRL of the disengagement side clutch of the second shift control is executed as follows.

  First, in step 704, it is determined whether or not the slow rise control execution time is greater than or equal to the predetermined value CANT, depending on whether or not the count value TMCAN of the timer that measures the slow rise control execution time is greater than or equal to the predetermined value CANT. To do.

  If it is determined in step 704 that the execution time of the gradual increase control has not reached the predetermined value CANT, the process proceeds to step 705, where the hydraulic pressure command value PCRL for the disengagement side clutch of the second shift control is expressed by the following equation. calculate.

PCRL = PCRL + (RLCAN-PCRL) × (CANT-TMCAN)
Here, RLCAN is a target hydraulic pressure value set higher by a predetermined amount than the hydraulic pressure immediately before the disengagement side clutch of the second speed change control starts to slip in the second gear position (the oil pressure at which the disengagement side clutch does not slip). Value) and is calculated using turbine torque or the like. Accordingly, the hydraulic pressure command value PCRL is gradually increased to the target hydraulic pressure value RLCAN, and the torque capacity of the release side clutch in the second shift control is increased to a predetermined capacity (torque capacity at which the release side clutch does not slip).

  Thereafter, the process proceeds to step 706, where the count value TMCAN of the timer is counted up by a predetermined value CALTM.

  Thereafter, when it is determined in step 704 that the execution time of the gradual increase control is equal to or greater than the predetermined value CANT, the hydraulic pressure command value PCRL of the release side clutch of the second shift control increases to the target hydraulic pressure value, It is determined that the torque capacity of the disengagement side clutch of the second speed change control has increased to a predetermined capacity (torque capacity at which the disengagement side clutch does not slip), and the routine proceeds to step 707 where the change amount DNT of the input shaft rotational speed Nt (for example, input) It is determined whether or not the input shaft rotation speed Nt is increasing depending on whether or not the difference between the current value and the previous value of the shaft rotation speed Nt is greater than zero.

As a result, if it is determined that the input shaft rotational speed Nt is increasing, the torque capacity of the disengagement side clutch of the second shift control is insufficient due to errors (variations) such as the hydraulic pressure and the friction coefficient. If it is determined that the disengagement side clutch of the second shift control is slipping, the routine proceeds to step 707, where the hydraulic pressure command value PCRL of the disengagement side clutch of the second shift control is further corrected by a predetermined amount RLCANAD.
PCRL = PCRL + RLCANAD
Thus, the torque capacity of the disengagement side clutch of the second shift control is increased until the increase in the input shaft rotation speed Nt stops.

On the other hand, if it is determined in step 707 that the change amount DNT of the input shaft rotational speed Nt is 0 or less, it is determined that the torque capacity of the disengagement side clutch of the second shift control is secured. In step 709, the hydraulic pressure command value PCRL of the release side clutch of the second shift control is held at the current hydraulic pressure value.
PCRL = PCRL
The processing of each program of FIG. 14 and FIG. 15 serves as second shift control stopping means in the claims.

  In the present embodiment described above, when a new shift speed change request is generated during the first shift control in which the shift speed of the transmission gear mechanism 15 is switched from the first shift speed to the second shift speed, the transmission gear mechanism is changed. Continuous shift control is performed in which the second shift control for continuously switching the 15 shift stages from the second shift stage to the third shift stage is performed. During the continuous shift control, the slip control is performed such that the release side clutch of the second shift control (the clutch engaged at the first shift stage and the second shift stage) slides near the end of the first shift control. This is executed to prevent the gear ratio from stagnating in the vicinity of the gear ratio of the second gear speed, which is the intermediate gear speed, so that the two-speed gear shift can be prevented and the occurrence of the two-speed shock can be prevented. .

  Further, in this embodiment, when the request for switching to the third shift stage is canceled during the continuous shift control, if the speed ratio RATIO is equal to or less than the predetermined value CANRT1, the shift control is considerably advanced. It is determined that it is better to execute the second speed change control than to stop the second speed change control, and the second speed change control is continued. However, when the speed ratio RATIO is equal to or less than the predetermined value CANRT1, the speed change is performed. Since the control is not so advanced, it is determined that it is better to stop the second shift control, and the second shift control is stopped. Therefore, it is possible to prevent an unnecessary engine brake feeling. At the same time, the shift time can be shortened.

  Further, in this embodiment, when the request for switching to the third shift stage is canceled during the continuous shift control, the torque capacity of the release side clutch of the second shift control is greater than or equal to a predetermined value (the release side clutch is It is determined whether or not a process of stopping the second shift control (a process of increasing the actual hydraulic pressure of the disengagement side clutch and engaging the disengagement side clutch) can be executed before starting to slip.

  If it is determined that the process of stopping the second shift control cannot be performed while the torque capacity of the release clutch of the second shift control is greater than or equal to a predetermined value, the release clutch of the second shift control is determined. Slow increase control that gradually increases the hydraulic pressure command value is executed. As a result, the actual hydraulic pressure of the disengagement side clutch can be gradually increased and the disengagement side clutch can be engaged gently. Therefore, the input shaft rotational speed Nt is gently decreased to generate inertia change shock (output shaft torque TO). Sudden changes) can be prevented.

  On the other hand, when it is determined that the process of stopping the second shift control can be executed while the torque capacity of the release clutch of the second shift control is greater than or equal to a predetermined value, the hydraulic pressure of the release clutch of the second shift control is determined. The rapid increase control for increasing the command value is executed. In this case, since the actual hydraulic pressure of the release side clutch can be suddenly increased before the release side clutch starts to slide, the sudden decrease in the input shaft rotation speed Nt accompanying the sudden increase in the actual hydraulic pressure is prevented, and the inertia change shock (output shaft) The occurrence of a sudden change in torque TO can be prevented. In addition, the torque capacity of the disengagement side clutch can be quickly increased to quickly stop the second shift control, and the input shaft rotational speed Nt can be prevented from being blown up.

  By the way, when the second shift control is stopped, even if the torque capacity of the disengagement side clutch of the second shift control is increased to a predetermined capacity set in advance, the second shift control causes an error (variation) in the hydraulic pressure, friction coefficient, etc. There is a possibility that the disengagement side clutch of the second speed change control will continue to slip due to insufficient torque capacity of the release side clutch of the second speed change control.

  As a countermeasure, in this embodiment, when the second shift control is stopped, the input shaft rotational speed Nt increases even after the torque capacity of the disengagement side clutch of the second shift control is increased to a predetermined capacity. Therefore, it is determined that the disengagement side clutch of the second shift control is slipping because the torque capacity of the disengagement side clutch of the second shift control is insufficient due to an error (variation) such as hydraulic pressure or friction coefficient. Since the torque capacity of the disengagement side clutch of the second shift control is increased until the increase in the input shaft rotational speed Nt stops, the second shift control is released due to insufficient torque capacity due to errors such as hydraulic pressure and friction coefficient. The side clutch can be prevented from continuing to slip, and the slip of the release side clutch of the second shift control can be reliably stopped.

  In the above embodiment, the torque of the disengagement side clutch of the second shift control depends on whether or not the hydraulic pressure command value PCRL of the disengagement side clutch of the second shift control is greater than or equal to a predetermined value in step 603 of FIG. While it is determined whether or not the process of stopping the second shift control can be executed while the capacity is greater than or equal to a predetermined value, the torque capacity of the release side clutch of the second shift control is greater than or equal to a predetermined value. The method for determining whether or not the process for stopping the second shift control can be executed may be appropriately changed.

  For example, as shown in FIG. 16, when it is determined in step 601 that the request for switching to the third shift speed has been canceled and in step 602 it is determined that the speed ratio RATIO is equal to or less than a predetermined value CANRT1. Proceeding to 603a, a process of canceling the second shift control is executed while the torque capacity of the release side clutch of the second shift control is greater than or equal to a predetermined value depending on whether or not the input shaft rotational speed Nt is equal to or less than the predetermined value CNNT You may make it determine whether it is possible.

  Alternatively, as shown in FIG. 17, when it is determined in step 601 that the request for switching to the third gear position has been canceled and in step 602 it is determined that the gear ratio RATIO is less than or equal to the predetermined value CANRT1, Proceeding to step 603b, the torque capacity of the disengagement side clutch of the second shift control is greater than or equal to a predetermined value depending on whether or not the gear ratio RATIO (= input shaft rotational speed Nt / output shaft rotational speed No) is equal to or smaller than a predetermined value CANRT2. In the meantime, it may be determined whether or not the process of stopping the second shift control can be executed.

  Since the input shaft rotational speed Nt changes according to the torque capacity of the disengagement side clutch of the second speed change control and the speed ratio RATIO changes, the second speed change control can be achieved by using the input shaft speed Nt and the speed ratio RATIO. It is possible to accurately determine whether or not the process for stopping the second shift control can be executed while the torque capacity of the release-side clutch is greater than or equal to a predetermined value.

It is a schematic block diagram of the whole automatic transmission in one Example 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 for every gear stage. It is a figure which shows an example of a transmission pattern. It is a time chart explaining the control example of continuous transmission control. It is a time chart explaining the example of control in the case of stopping the 2nd shift control in a comparative example. It is a time chart explaining the control example (the 1) in the case of stopping the 2nd shift control in a present Example. It is a time chart explaining the control example (the 2) in the case of stopping the 2nd shift control in a present Example. It is a flowchart explaining the flow of a process of the engagement side clutch preparation determination program of 2nd speed change control. It is a flowchart explaining the flow of a process of the engagement side clutch oil pressure calculation program of 2nd speed change control. It is a flowchart explaining the flow of a process of the releasing side clutch pressure reduction determination program of 2nd speed change control. It is a flowchart explaining the flow of a process of the releasing side clutch pressure reduction value calculation program of 2nd speed change control. It is a flowchart explaining the flow of a process of the releasing side clutch oil pressure calculation program of 2nd speed change control. It is a flowchart explaining the flow of a process of the cancellation determination program of 2nd speed change control. It is a flowchart explaining the flow of a process of a cancellation hydraulic pressure calculation program. It is a flowchart explaining the flow of a process of the cancellation determination program of the 2nd shift control in the modification (the 1) of a present Example. It is a flowchart explaining the flow of a process of the cancellation determination program of the 2nd shift control in the modification (the 2) of a present Example.

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, 20 ... Automatic transmission control circuit, 27 ... Engine rotational speed sensor, 28 ... Input shaft Rotational speed sensor, 29 ... Output shaft rotational speed sensor, 30 ... AT-ECU (slip control means, second shift control stop means), C0 to C2 ... Clutch (friction engagement element), B0, B1 ... Brake (friction) Engaging element)

Claims (7)

An automatic transmission that selectively switches between engagement and release of each friction engagement element by individually controlling the hydraulic pressure applied to a plurality of friction engagement elements provided in the transmission mechanism to switch the gear stage of the transmission mechanism In the control device of
Continuous shift for continuously executing the first shift control for switching the shift stage of the transmission mechanism from the first shift stage to the second shift stage and the second shift control for switching from the second shift stage to the third shift stage. Slip control means for controlling the first friction engagement element engaged at the first shift stage and the second shift stage to slide near the end of the first shift control during control;
A second shift control stopping means for stopping the second shift control when a request to switch to the third shift stage is canceled during the continuous shift control ,
The second shift control stopping means gradually increases the torque capacity of the first friction engagement element to a predetermined capacity necessary for establishment of the second shift stage when the second shift control is stopped. control apparatus for an automatic transmission, characterized in that cause.   The second shift control stopping means is a gear ratio obtained from the input shaft rotational speed and the output shaft rotational speed of the transmission mechanism when the request for switching to the third shift stage is canceled during the continuous shift control. 2. The control device for an automatic transmission according to claim 1, wherein the second speed change control is stopped when the speed is equal to or less than a predetermined value. The second shift control stopping means rotates the input shaft of the shift mechanism even after increasing the torque capacity of the first friction engagement element to the predetermined capacity when stopping the second shift control. 3. The automatic transmission control according to claim 1, wherein when the speed increases, the torque capacity of the first friction engagement element is increased until the increase of the input shaft rotation speed stops. 4. apparatus. The second shift control canceling means performs a process of canceling the second shift control while the torque capacity of the first friction engagement element is greater than or equal to a predetermined value when canceling the second shift control. A determination unit configured to determine whether or not the second shift control is executable, and the determination unit can execute a process of stopping the second shift control while a torque capacity of the first friction engagement element is greater than or equal to a predetermined value; If it is determined that there is the claims 1 to 3, characterized in that raising the oil pressure to be applied to the first frictional engagement element hydraulic or more necessary promptly establishment of the second speed stage The control apparatus of the automatic transmission in any one. When the hydraulic pressure command value to be applied to the first friction engagement element is greater than or equal to a predetermined value, the determination means performs the second shift control while the torque capacity of the first friction engagement element is greater than or equal to a predetermined value. The automatic transmission control device according to claim 4 , wherein it is determined that the process of canceling the transmission is executable. The determination unit executes a process of stopping the second shift control while the torque capacity of the first friction engagement element is equal to or greater than a predetermined value when the input shaft rotation speed of the speed change mechanism is equal to or less than a predetermined value. The automatic transmission control device according to claim 4 , wherein it is determined that the transmission is possible. The determination means is configured to detect the first friction engagement element while the torque capacity of the first friction engagement element is greater than or equal to a predetermined value when a gear ratio obtained from an input shaft rotation speed and an output shaft rotation speed of the transmission mechanism is equal to or less than a predetermined value. 5. The control apparatus for an automatic transmission according to claim 4 , wherein it is determined that the process of canceling the shift control of 2 is executable.

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