JPH02120556A - Electronically controlled automatic transmission - Google Patents

Abstract

PURPOSE:To reduce a gear change shock by applying the constitution wherein the release of a clutch or a brake at a release side is instructed to a fluid pressure selector means at the time of gear change operation and then the engagement of a clutch or a brake at an engagement side is in structed to the fluid pressure selector means, depending upon the detected rising speed of an input axis. CONSTITUTION:A rising speed detecting means 23 and a central processing unit CPU detects the rising speed of an input axis in an automatic transmission, and the aforesaid electronic control means CPU first releases a clutch or a brake at the release side. Then, CPU monitors the rising speed of the input axis in the automatic transmission and determines the engagement timing of a clutch or a brake at an engagement side, using the monitored rising speed. The clutch or brake is engaged according to the timing so determined. According to the aforesaid construction, the clutch or brake starts an engagement process before a complete neutral mode is established, and a torque failure does not occur during a gear change operation. In addition, a shock due to a torque failure does not take place as in the case where torque suddenly rises upon the engagement of a clutch or a brake at the engagement side.

Description

DETAILED DESCRIPTION OF THE INVENTION (Object of the Invention) (Industrial Application Field) The present invention relates to an electronically controlled automatic transmission device mounted on a vehicle.

(Prior Art) Conventionally, in automatic transmission systems for vehicles, an electronic control circuit is used to adjust the gear position of the automatic transmission according to the vehicle speed, throttle opening, position of the neutral start switch (position of the shift lever), etc. There are some systems that determine the speed and drive the shift valve to control the clutches and brakes in the automatic transmission to change gears. This type of automatic transmission is, for example,
JP-A-56-35858 and JP-A-62-2151
It is disclosed in Publication No. 63.

In such an automatic transmission, an electronic control circuit turns on and off solenoid valves, a governor valve and a throttle valve control shift valves, and hydraulic pressure switches operate clutches and brakes within the automatic transmission. However, simply engaging and disengaging the clutch or brake causes a sudden change in gear position, resulting in a shift shock.

In order to reduce such shocks during gear changes, conventionally, an akineum regulator and a timing valve are provided.

Line pressure is applied to the accumulator, and by gradually changing the pressure applied to the clutch or brake when the clutch or brake is switched, the shock when the clutch or brake is engaged is reduced. Also, the timing valve may be turned off during overdrive, for example.
When shifting into range, the hydraulic pressure is controlled so that instead of going from OD to second gear suddenly, it goes from OD to third gear and then to second gear, thereby alleviating the shock at the time of shifting.

(Problem to be solved by the invention) However, in conventional devices, the transmission path is complicated due to the installation of shift valves, accumulators, and timing valves.
The design was difficult due to the complex control of the accumulator and line pressure.

Also, once the shape of the accumulator and timing valve is determined, the process for connecting the clutch and brake becomes unique, and the throttle opening becomes unique.

Because it is not possible to completely adapt to various conditions such as changes in shift gears or shifting from neutral, the previously engaged clutch or brake is released and a new latch or brake is engaged when shifting gears. When doing so, a neutral state occasionally occurs and the torque suddenly drops, and a state of "torque removal" occurs, making it impossible to completely eliminate shift shock.

Therefore, an object of the present invention is to eliminate the occurrence of torque release in an automatic transmission and to reduce shift shock.

[Structure of the invention]

(Means for Solving the Problem) The technical means used in the present invention to solve the above problem includes a clutch and a brake that are operated by applying fluid pressure, and a method for engaging and disengaging the clutch and brake. an automatic transmission that changes the gear ratio depending on the vehicle's operating condition; a fluid pressure switching device that independently controls the application of fluid pressure to the clutch and the brake; An electronically controlled automatic transmission comprising electronic control means for changing engagement/disengagement of a clutch and a brake, comprising: increasing speed detection means for detecting a rising speed of the rotational speed of an input shaft of the automatic transmission. During gear shifting, the electronic control means instructs the fluid pressure switching means to release the clutch or brake on the releasing side, and then engages the clutch or brake according to the rising speed of the rotational speed of the input shaft detected by the rising speed detecting means. The fluid pressure switching means is configured to instruct the fluid pressure switching means to engage the clutch or brake on the side.

In addition, in response to a case where the load is large (or the rate of increase in the rotational speed of the input shaft is low), a timer means that starts at the time of gear change is further provided, and the electronic control means is controlled so that the speed detected by the rate of increase detection means is When the fluid pressure is low or falling, the fluid pressure switching means is instructed to engage the clutch or brake on the engagement side when the timer means ends.

Further, the set time of this timer means is set according to the state of gear change.

(Operation) According to the above technical means, when the electronic control means drives the fluid pressure switching means, the fluid pressure applied to the clutch or brake of the automatic transmission is changed, and the gear ratio of the automatic transmission is changed. The clutches and brakes of this automatic transmission can be independently controlled by fluid pressure switching means.

When changing gears, the electronic control means first releases the clutch or brake on the release side. Next, the rate of increase in the rotational speed of the input shaft of the automatic transmission is monitored, and the timing of engagement of the clutch or brake on the engagement side is determined using this rate of increase. Then, at this engagement timing, the engagement side clutch or brake is engaged.

The rotational speed of the input shaft of the automatic transmission is such that when the electronic control means instructs the fluid pressure switching means to release the clutch or brake on the disengagement side, the fluid pressure switching means releases the clutch or brake on the disengagement side of the automatic transmission. . At this time, the input side and output side of the automatic transmission are disconnected, so the automatic transmission gradually enters a neutral state and the vehicle engine becomes unloaded. For this reason, the engine speed gradually begins to rise and increases as the release side of the clutch or brake progresses. Therefore, if you monitor the engine speed, that is, the speed of the input shaft of the automatic transmission, you can know the degree of engagement between the input and output of the automatic transmission, and you can check the degree of engagement between the input and output of the automatic transmission before torque loss occurs. Clutch or brake engagement can occur.

In addition, there are cases in which the engine speed does not increase even if the engine is in a neutral state (
For example, when the throttle opening is low). At this time, the clutch or brake on the engagement side is always engaged after a predetermined time has elapsed by the timer means.

Further, since the set time of this timer means is set according to the state of the gear change, a value suitable for the gear change can be set.

(Example) Hereinafter, an example using the present invention will be described based on the drawings. In this embodiment, the automatic transmission body uses a conventional 4-speed automatic transmission (with overdrive).

The operation of this automatic transmission will be explained with reference to FIG.

Turbine shaft 600, which is the input shaft of overdrive mechanism 607, is coupled to the engine via a torque converter. This turbine shaft 600 is connected to a carrier 609 of a planetary gear system. A planetary pinion 610 rotatably supported by a carrier 609 is connected to an input shaft 611 of a gear transmission mechanism 608 via an OD planetary gear 601. Also planetary binion 61
0 is meshed with sun gear 612. sun gear 612
A one-way clutch 606 and an OD clutch CO are provided between the carrier 609 and the carrier 609. An OD brake BO is provided between the sun gear 612 and the housing 613. A forward clutch C1 is provided between the input shaft 611 and the intermediate shaft 614 of the gear transmission mechanism 608.

Further, a direct clutch C2 is provided between the input shaft 611 and the sun gear shaft 615. sun gear shaft 615
A second brake B1 is provided between the housing 613 and the housing 613. Carrier 6 connected to output shaft 605
A planetary pinion 6 rotatably supported by 17
19 is an intermediate shaft 614 via a gear and a carrier 618
is connected to. Further, the planetary binion 619 meshes with the sun gear shaft 615. Planetary pinion 621 meshes with carrier 617 and sun gear shaft 615. Planetary binion 621 and housing 6
13, a 1st and Rev brake B2 is provided. A one-way latch 616 is also provided between the planetary pinion 621 and the housing 613.

In this automatic transmission, the relationship between the clutches Co, C1°C2, brakes BO, Bl, B2 and the gears is as shown in the table below.

O: Engaged ×: Disengaged This clutch CO, C1, C2 and brake BO, B
1 and B2 are controlled in their engagement and release by the hydraulic circuit shown in FIG.

Referring to FIG. 2, a hydraulic pump 70 is connected to an oil reservoir 701.
The pressure regulating valve 703, which is controlled by the line pressure control solenoid valve 48, regulates the hydraulic pressure of the line pressure oil passage 704. Line pressure oil path 7
Q4b is connected to a line pressure oil passage 704 via a pressure regulating valve 703, and includes a solenoid valve 41 for clutch CO control, a solenoid valve 42 for clutch 02 control, a solenoid pulp 43 for brake BO control. brake 8
1 control solenoid valve 44. They are connected to manual valves 705, 706, 707, 708, and 709, respectively, via brake B2 control solenoid valves 45. Also, manual valves 705, 706, 707
, 708, 709 are directly connected to the output of the hydraulic pump 702. And manual valve 705, 70
6°707.708 outputs each have a clutch co.

Clutch C2, brake BO, and brake B1 are connected. The output of manual valve 709 is valve 710
It is connected to brake B2 via. valve 710
Ha low, reverse! It is connected to the shift valve 711 via the soil solenoid pulp 46. The shift valve 711 is
It is also connected to a manual valve 706. This shift valve 711 moves in response to the operation of the shift lever, and has a hydraulic pump 702 inside it when the shift lever is in a position other than P.
Hydraulic pressure is applied from Also, 1st,
Hydraulic pressure is applied to clutch C1 during 2nd, 3rd and OD. ■When in 7.2 range, supply hydraulic pressure to manual pal 7'706, and
Hydraulic pressure is supplied to the low/reverse prohibition solenoid valve 46 when in range.

With this configuration, when the clutch CO control solenoid valve 41 is opened, the manual valve 705 moves, the output of the hydraulic pump 702 is applied to the clutch CO, and the clutch CO is engaged. If the clutch CO control solenoid valve 41 is closed, no hydraulic pressure is applied to the clutch CO.
Clutch CO is released.

Clutch C1 is engaged by applying hydraulic pressure during 1st, 2nd, 3rd, and OD, and is released without applying hydraulic pressure during other ranges.

In the clutch C2, when the clutch 02 control solenoid valve 42 is opened, the manual valve 706 is moved, hydraulic pressure is applied to the clutch C2, and the clutch CO is engaged. Clutch C2 control solenoid valve 42
When the clutch C2 is closed, no hydraulic pressure is applied to the clutch C2, and the clutch C2 is released. However, due to the shift valve 711,
When in the 2nd range, hydraulic pressure is supplied to the manual valve 706, and the hydraulic pressure to the clutch C2 is cut off regardless of the movement of the clutch 02 control solenoid valve 42.

In the brake BO, when the brake 81 control solenoid valve 43 is opened, the manual valve 707 is moved, hydraulic pressure is no longer applied to the brake BO, and the brake BO is released. When the brake BO control solenoid pulp 43 is closed, hydraulic pressure is applied to the brake BO, and the brake BO is engaged.

In the brake B1, when the brake B1 control solenoid valve 44 is opened, the manual valve 708 moves, and hydraulic pressure is not applied to the brake B1 (and the brake "1" is released.The brake Bit+IIdl solenoid valve 44 is closed. For example, hydraulic pressure is applied to brake B1, and brake B1 is engaged.

In the brake B2, when the brake B2 control solenoid valve 45 is opened, the manual valve 709 is moved, so that hydraulic pressure is no longer applied to the brake B2, and the brake B2 is released. When the brake B2 control solenoid valve 45 is closed, the brake B2 is controlled via the valve 710.
Hydraulic pressure is applied to the brake B2, and the brake B2 is engaged. However, when the low and reverse prohibition solenoid valves 46 are turned on in the R and L ranges, hydraulic pressure is applied to the valve 710, cutting off the supply of hydraulic pressure to the brake B2.
Release brake B2.

In other configurations, 712 is a lock-up control valve, and when the lock-up control solenoid valve 47 is turned on, the output shaft of the engine and the turbine rotating wheel 600 are directly connected to enter a lock-up state.

Each solenoid valve is driven by an electronic control circuit, which will be described later, and the clutches and brakes are controlled so that the relationships shown in Table 1 are achieved according to the driving conditions.

Further, each solenoid valve is repeatedly turned on and off at a relatively high frequency by an electronic control circuit to be described later, and by controlling the duty ratio, the opening degree of each manual valve can be adjusted. When the duty ratio is increased, the manual valve opens wide and the hydraulic pump 702
The hydraulic pressure generated by this is quickly applied to each clutch and brake, increasing the operating speed of each clutch and brake.

Further, when the duty ratio is lowered, the opening degree of the manual valve becomes smaller, and it takes time for the hydraulic pressure generated by the hydraulic pump 702 to reach each clutch and brake, and the operating speed of each clutch and brake becomes slower. Therefore, by controlling the duty ratio, the operating speed of each clutch/brake can be adjusted, reducing the shock that occurs when each clutch/brake is engaged, and improving transmission efficiency.

FIG. 3 shows an electronic control circuit that drives each solenoid valve in the hydraulic circuit.

An input end of a constant voltage power source 22 is connected to a terminal of a battery 20 mounted on the vehicle via an ignition switch 21. The output terminal of the constant voltage power supply 22 is connected to the power supply terminals VCC and GND of the central processing unit (CPU). The constant voltage power supply 22 is for converting the output voltage of the battery 20 into a voltage at which the central processing unit CPU can operate.

Each input terminal of the central processing unit CPU is connected to an engine rotation sensor 23. Turbine rotation sensor 24° output shaft rotation sensor 25. Throttle sensor 26° Neutral start switch 27. Overdrive cut switch 31
．． An idle switch 32 and a brake switch 33 are connected.

In FIG. 3, the input interfaces of each sensor and switch are omitted for simplicity.

The engine rotation sensor 23 is a sensor that detects the rotation speed of the vehicle engine. The engine rotation sensor is engine/
The engine rotation sensor is installed near the output shaft of the engine and outputs a pulse signal having a frequency that corresponds to the engine rotation speed. This is an electromagnetic pickup type rotation sensor installed at
Outputs 20 pulses. This output is the central processing unit C
Sent to PU.

The turbine rotation sensor 24 is a sensor that detects the rotation speed of the turbine. The turbine rotation sensor is disposed near the turbine rotation shaft and outputs a pulse signal having a frequency corresponding to the rotation speed of the turbine. In this embodiment, the turbine rotation sensor is an electromagnetic pickup type rotation sensor installed opposite to the teeth of a gear attached to the turbine shaft 600, and outputs 57 pulses per rotation of the gear. This output is sent to the central processing unit CPU.

The output shaft rotation sensor 25 is a sensor that detects the rotation speed of the output shaft of the automatic transmission. The output shaft rotation sensor is disposed near the output shaft of the automatic transmission, and outputs a pulse signal having a frequency corresponding to the rotation speed of the output shaft of the automatic transmission. In this embodiment, the output shaft rotation sensor is an electromagnetic big amplifier type rotation sensor installed opposite to the teeth of a gear attached to the output shaft, and outputs 18 pulses for one rotation of the gear. This output is sent to the central processing unit (CPU). Note that the output shaft rotation sensor may be replaced with another type of vehicle speed sensor that detects the speed of the vehicle, as long as the relationship between the output shaft of the automatic transmission and the rotational speed of the wheels is clearly known.

The throttle sensor 26 is a sensor that detects the opening degree of the throttle valve of the engine. The throttle sensor includes a digital 1-mechanical throttle sensor that detects the rotation angle of the throttle valve using a switch and divides the opening of the throttle valve, and an A/D converter that converts the rotation angle of the slow/toll valve into a voltage value. There are analog and electric throttle sensors that are used to divide the throttle valve opening. In the present invention, both throttle sensors are provided and used selectively, but in a normal device, only one of them may be used. The throttle sensor outputs a signal obtained by dividing the opening degree of the throttle valve into 16 parts from four signal lines. Fully closed state is θ
The O2 fully open state is set to 015. Between θ0 and 015 is θ1
~θ14.

The neutral start switch 27 detects the position of the shift lever, and is a D (drive) range switch and an L (low) range switch.

2 (second) range switch, 3 (third) range switch, N (neutral) range switch, R (reverse) range switch and P (parking) range switch, D, L, 2°3, N, R, Detect each range of P.

The overdrive cut switch 31 is a switch operated by the driver, and is used to prohibit/disable overdrive.
This is a switch to set permissions.

Instead of this overdrive cut switch, for example, an interface may be provided that inputs an overdrive cut signal from the constant speed traveling device to prevent speed increase during constant speed traveling by the constant speed traveling device.

The idle switch 32 is a sensor that detects the idle state of the engine, and its contact is turned ON when the engine is idle (in this embodiment, the throttle opening is 1.5% or less).

The brake switch 33 detects whether the brake is on or off.

Each output terminal of the CPU (central processing unit) has an oil temperature lamp 38. Hold lamp 39. Walking speed lamp 40. Clutch 02 control solenoid valve 41.
Clutch 02 control solenoid valve 42. brake 8
2 control solenoid valve 43. A solenoid valve 44 for controlling the brake B1, a solenoid valve 45 for controlling the brake B2, a solenoid valve 46 for inhibiting low reverse shift, a solenoid valve 47 for lock-up control, and a solenoid valve 48 for controlling line pressure are connected. In FIG. 3, output interfaces or drives for each lamp and solenoid are omitted for simplicity.

Clutch 02 control solenoid valve 41. clutch 0
2 control solenoid valve 42. Brake 82 control solenoid valve 43. Brake B1 control solenoid valve 44. Brake 82 control solenoid valve 45.
Solenoid pulp for inhibiting low/reverse shift 46. The lock amplifier control solenoid valve 47 and the line pressure control solenoid valve 48 are each operated by a central processing unit.
Controlled by 7 CPUs.

The central processing unit CPU has internal memories such as RAM and ROM, timers, and registers, and when the ignition switch is turned on, the central processing unit CPU
When voltage begins to be supplied to , the main routine shown in FIG. 4 begins to be executed.

FIG. 4 is a flowchart of the main routine of the central control unit (CPU), vehicle speed sensor interrupt, turbine rotation sensor interrupt, engine rotation sensor interrupt, and scheduled interrupt.

(Main routine) When the central control unit CPU starts, it first sets the input/output direction of each input/output board, initializes each memory, and sets the presence/absence of interrupts (Step 5).
0).

After that, an input/output reading routine is executed to read the status of each sensor and switch connected to the human input, remove noise, and set data according to the status of each sensor and switch (step 51).

Next, a rotational speed calculation processing routine is executed to calculate the vehicle speed, turbine rotational speed, and engine rotational speed (step 52).

The engine rotation speed NE is calculated using the following formula.

Note that since the output from the engine rotation sensor has a high frequency, it is calculated after dividing the frequency by eight.

n E (4-1) + n Et NE = PCEi B frequency division 60nEi =
X xTEi
8xlO-” 120 where, nBB: Engine rotation speed due to this pulse, TEi
: Time count to the edge of the first pulse exceeding 10 m5 from the previous pulse, number of pulses in PCEi x TEi, 8X10-”:
This is the minimum unit of detection time (8 μs).

Calculation of the turbine rotation speed NT is performed using the following formula.

Note that since the output from the turbine rotation sensor has a high frequency, the frequency is divided by four before calculation.

nT(i-1) + nTi NT = PCTi J frequency division 60nTi=
X
: Time count until the edge of the first pulse exceeding 10 m5 from the previous pulse, PCTi : Number of pulses during TTi.

The output shaft rotation speed No. is calculated using the following formula.

n 0 (i4) + n 0i NO= PCOi 1 60nQi=
X
8X10-' 18 where, noi: output shaft rotation speed due to the current pulse, TOi: time count to the edge of the first pulse exceeding Loss from the previous pulse, PCOi: number of pulses during TOi.

The first output shaft rotational speed NO after the vehicle stops (determined in a scheduled interrupt routine to be described later) is calculated as 144+n0i No.

Since the gear ratio of the output shaft and the axle and the radius of the wheels are determined in advance, the vehicle speed can be determined from the output shaft rotational speed NO.

Vehicle acceleration AC is determined by the following formula.

When NOi≧No(i-1), NOi −No(i-1) IAG±
XTOi ax
to-” The first calculation after the vehicle stops is Not-1441 AG Mi XTOi
8X10-'. Also, when NO3<No(i-1), AG
is the maximum value (¥FF).

Next, a vehicle speed and slip ratio calculation routine for control is executed, and the vehicle speed difference and slip ratio for control are determined (step 53). The turbine slip ratio 5LPt is determined by the following equation.

T SLPt = xlOO(%)E Next, a shift control routine is executed and a shift determination is made (step 54).

In the shift control, whether or not a shift is to be determined is determined based on a shift diagram created in advance using the throttle opening, vehicle speed, and current shift position.

When the above-mentioned processing is completed, next, if it is determined in the shift control routine that shifting is possible and the gear is not currently being shifted, the shift processing routine is executed to perform the shifting process.

Next, a lockup determination routine is executed, and if there is a change in lockup, a lock amplifier processing routine is executed to perform lockup processing.

Next, a skort control routine is executed, and when the range deviates from the neutral range when the vehicle is stopped, the skort control is performed by temporarily raising the gear stage to 3rd to soften the shock (step 61).

Next, fail-safe control is performed, and fail-safe processing is performed (step 64).

Finally, an output control routine is executed to perform output control (step 65).

(Interrupt routine) The outputs of the output shaft rotation sensor, turbine rotation sensor, and engine rotation sensor are each connected to the interrupt input terminal of the central processing unit CPU, and each time the voltage level of the interrupt terminal changes, the output of the output shaft rotation sensor Interrupt Routine 5 A turbine rotation sensor interrupt routine and an engine rotation sensor interrupt routine are executed.

In the output shaft rotation sensor interrupt routine, first, the time at the time of the interrupt is read from a timer, and then a calculation flag for calculating the output shaft rotation speed is turned on. Next, a failure of the turbine rotation sensor and the engine rotation sensor is determined.

This failure determination is performed by comparing the output shaft rotation speed, the turbine rotation speed, and the engine rotation speed.

In the turbine rotation sensor interrupt routine, first, the time at the time of the interrupt is read from a timer, and when the interrupt is counted four times in order to divide the input pulse into four, an arithmetic flag for calculating the turbine rotation speed is turned on. Then, a failure of the engine rotation sensor and the output shaft rotation sensor is determined.

This failure determination is performed by comparing the turbine rotation speed, engine rotation speed, and output shaft rotation speed.

Incidentally, the frequency division may be performed by installing a frequency dividing circuit between the central control unit (CPU) and the rotation sensor.

In the engine rotation sensor interrupt routine, first, the time at the time of the interrupt is read from a timer, and when the interrupt is counted 8 times in order to divide the input pulse by 8, a calculation flag for calculating the engine rotation speed is turned on. Then, it is determined whether the output shaft rotation sensor and the turbine rotation sensor are out of order.

This failure determination is performed by comparing the engine rotation speed, the output shaft rotation speed, and the turbine rotation speed.

Incidentally, the frequency division may be performed by installing a frequency dividing circuit between the central control unit CPU and the rotation sensor.

The central control unit (CPU) has regular interrupts that occur every predetermined period of time. In this example, 4I
A scheduled interrupt routine is executed every ILS. Here, first, various timers used for control are subtracted (step 75).

Next, it is determined whether the vehicle has stopped (step 76). In this example, vehicle stopping speed N5top=144rp
Vehicles must stop at a distance of less than 3 km (approximately 3 km). In addition, the input frequency to the central control unit (CPU) T s top =
23. When there is no pulse of 13m5 or more, the vehicle is stopped.

Details of the output control will be explained below based on a flowchart.

(output control routine) FIG. 5 is a flowchart of the output control routine.

When the shift permission flag is on, when in R range, when upshifting and power off (θ < θ2 or idle switch on), the power off shift flag is set, the shift permission flag is cleared, and the shifting flag is set. (steps 292, 295, 296), and when upshifting in a position other than the R range and when the power is on (θ≧θ,), the power-on upshift flag is set, the shift permission flag is cleared, and the shift in progress flag is set ( Steps 293, 295, 296), when downshifting in a position other than the R range, a downshift flag is set, the shift permission flag is cleared, and a shift flag is set (steps 294, 295, 296).

When the shift permission flag is on or the shifting flag is on, the downshift routine is executed if the downshift flag is on, and the power off shift routine is executed if the power off amplifier shift flag is on. If the on-upshift flag is on, the power-on upshift routine is executed (297 to 303
). If the duty ratio 5DOFF of the release side solenoid valve set in each shift routine is less than O percent, the release side solenoid valve is controlled with a duty ratio 5DOFF (steps 304 and 305). In addition, if the duty ratio 5DON of the engagement side solenoid valve set in each shift routine is 100% or more, the engagement side solenoid valve will be changed to a duty ratio 5DON.
Control is performed with ON (steps 306, 307>). The engagement side solenoid valve and release side solenoid valve are set for each shift. The solenoid valves for each shift are as shown in the table below.

When the ``L'' table is reversely shifted, the solenoid valves on the engagement side and the release side are reversed.

After this, if it is necessary to change another solenoid valve, such as a lock-up control solenoid valve, an output is output to drive that solenoid valve, and then the main routine is returned.

(Power-on Upshift Routine) FIGS. 6a, 6b, and 6C are flowcharts of the power-on upshift routine.

During this process, the timer counter normally changes from 0 to 1.
2...5.6, and processing is performed for each timer counter value.

In this routine, first, the engine speed NE is monitored and it is determined whether the engine speed NE has reached a predetermined value REND (step 452).

REND is the engine speed that will be reached after the shift is completed, and although not shown in the figure, when determining the shift (next gear) ×
(vehicle speed). Therefore, since NE#REN[] is at the start of the shift, the process proceeds to step 457. When NE=REND in the shift process, processing for ending the shift is performed in steps 453-456. During this speed change process, the timer counter is set to O (step 454).
) Therefore, at the start of a shift, steps 458 and subsequent steps are always executed first.

(1) Timer counter = 0 Immediately after the shift determination is made, the timer counter is O, so steps 458 to 466 are executed. First, the timer counter is set to 1 for the next process (step 458).
, the TON timer is set, and the TON timer is started (step 459). The TON timer is set to the time from when the gear change is determined to when the engagement side solenoid valve is fully engaged.

Next, the value of the T OFF timer changes depending on the gear shifting conditions.
The value ΔTOF is determined from the engine speed increase peak value RTOP during the previous shift.
It is set to the value plus F. (Step 460). value V
OFF is the basic time until the release side solenoid valve is released, and the value ΔT OFF is a correction value. T
After the OFF timer is set, it is decremented by a regular interrupt, so it starts at this point. After that, the memories TOP, OVC, OV, which are control memories, are
Set O to L, ΔROV and ROVC. Then, the current engine speed is stored in the memory ROV (steps 461 to 466).

Thereafter, the process returns to the main routine via the output control routine.

(2) Timer counter: 1 Since the timer counter is set to 1 when the timer counter is 0, the next time the power-on upshift routine is executed, steps 468 to 476 are executed (step 467).

Here, it is determined whether the TON timer that started when the timer counter = 0 has ended, and if it has ended, the TON timer is cleared, and at the same time the TIIP timer is started, the memory 5DON is set to 100%.
(Steps 469-471). As described above, the value in the memory 5DON is treated as the duty ratio of the engaged solenoid valve during output control. Therefore, by this process, the duty ratio of the solenoid valve on the engagement side becomes 100%, that is, it becomes completely engaged. , TIIP timer is set for a time period during which the engagement side solenoid valve is kept 100% engaged.

Next, it is determined whether the TOP timer has ended. If the TUP timer has ended, clear the TIP timer, set the value searched from the map in the 7gl timer, start the 7gl timer, set the timer count to 2, and then assign the value 5DHOLD to the memory 5DON (step 473-476). 5DIOLD is a duty ratio corresponding to the highest level of oil pressure at which the manual valve does not start operating, and by adding this duty ratio, responsiveness during the next operation is improved.

In this way, the duty ratio of the engaging side solenoid valve is 100 from the end of the TON timer to the end of the TOP timer.
%become. After the TOP timer ends, the duty ratio of the engagement side solenoid valve becomes the value SDIOLD. 7gl
The timer has a value of 5DHOL, which is the duty ratio of the solenoid valve on the engagement side when there is no increase in engine speed during gear shifting.
A limit time for fixing to D is set.

(3) Timer counter=2 Since the timer counter is set to 2 when the TUP timer ends, the next time the power-on upshift routine is executed, steps 478 to 483 are executed (step 477).

Here, it is determined whether the TOFF timer that was started when the timer counter is O has ended, and if it has ended, the TOFF timer is cleared and the memory 5 is
Set DOFF to 0%, set the current engine speed to the memory ROV, set the timer counter to 3, and turn off the flag FRIISH (steps 478 to 4).
83). As a result, while the TOFF timer is running, the solenoid valve on the release side maintains the duty ratio before the shift determination, and after the TOFF timer ends, it is 0%, that is, completely released.

(4) Timer counter 3 Since the timer counter is set to 3 when the T OFF timer ends, the next time the power-on upshift routine is executed, steps 485 and subsequent steps are executed (step 484).

First, it is checked whether the engine speed has changed with respect to the value ROV (step 485).

At the start of timer counter = 3, the value ROV is TOFF
This is the engine rotation speed when the timer ends, that is, when the release side solenoid valve is released. In this example, the engine rotation input is divided into 8 frequencies, so the main routine is divided into 8 parts.
The value of the engine speed NE may not change during the rotation. In this case, most of the processing is skipped at step 485.

If there is a change in the engine speed, it is checked whether the current engine speed is increasing or decreasing with respect to the value ROV (step 486). If the change is in the increasing direction, increase the value of the memory OvC by 1, set the memory OVL to 0, add the value obtained by subtracting the value ROV from the current engine speed to the value ΔROV, and set the value ROV to the current engine speed. Update (steps 487-490). The value ΔROV is the difference between the engine speed before the engine speed changes and the current engine speed. Also, the value ΔR is stored in the memory OvC.
The number of times Ov is updated is counted.

Next, determine whether the flag F RUSH is on (
Step 491). Since the flag FRUSH is off when the timer counter=2, it is checked whether ΔROν is higher than 2Orpm. This means that ΔROν is 2
Orpm, the flag F R is set in step 495.
This continues until tlSH is turned on.

When ΔROV is above 2 orpm, the value AGLR[I
ΔROV10VC is substituted for SH, and ΔTOFF, VDl, and AGL 1 are calculated from the value AGLRUSH (steps 493 to 494). VDI and AGLI are values representing the control time and control amount of the engagement side solenoid valve. The value A G L R11SH is the difference between the engine speed before the engine speed changes and the current engine speed.
Since the value ΔROV is divided by the number of times the value ΔROV has been updated, that is, the value corresponding to the difference between the time before the engine rotation changes and the current time, this value corresponds to the rate of increase in the engine rotation. Both the release side solenoid valve and the engagement side solenoid valve are released (the duty of the engagement side solenoid valve is 5DHOLD. This is the duty ratio corresponding to the maximum non-operating pressure, so the engagement side solenoid valve is released. ), when the load on the vehicle is large, the rate of increase in engine rotation is fast, and when the load on the vehicle is small, the rate of increase in engine rotation is slow. Therefore, A
The vehicle load can be estimated from the magnitude of GLR[ISH.

The value ΔTO used for shifting is determined by the value equivalent to the load on the vehicle.
Since FF, VDI, and AGL1 are changed, it is possible to change gears according to the load on the vehicle.

After this, the flag F RUSH is turned on and the memory 5DO
Assign the value 5DST to N (steps 495-496)
.

When the engine speed moves in the decreasing direction in step 486, the memory 0■C is set to O and OVL is increased by 1.

Next, if the memory 0VLO value is not 2, step 51
Jump to 3 and then return to the main routine. If the memory 0VLO value is 2, that is, if the engine speed is decreasing twice in a row, the previously set value ROV is set as the maximum value RTOP of the engine speed (step 503), and the timer T is set. Put 20m5 in DRP,
Start timer T DRP (step 505)
). It should be noted that since approximately 10 m3 is used each time to calculate the engine rotation, it takes approximately 20 m3 for the value of the memory OVL to reach 2 after the engine rotation starts to decrease. Then, a value SDI is calculated from the maximum value RTOP of the engine speed, and the duty of the engagement side solenoid valve is set to the value SDI (steps 506 and 507). In addition, ΔTDI and ΔAGL 1 are calculated from the maximum value RTOP of the engine speed (
Step 508). Next, the value VDI is read from the map according to the driving condition (step 509), and the VDI
The value obtained by adding ΔTDI to l is set to timer TDI.
・L, start timer TDI and add ΔAGLI to AGLI to correct it. (Steps 509-51
1). After this, the timer counter is set to 4 (steps 512 to 512).

When the timer count = 3, if the Tgl timer ends before the engine speed increases by more than 2 Orpm than the speed when the release side solenoid valve is released, the Tgl
2 timer is started and the timer count is set to 9 (steps 497 to 499). Normally, in the case of amplifier shift, when both the release side solenoid valve and the engagement side solenoid valve are released, no load is applied to the engine, so the engine speed increases. However, if the engine speed does not increase by 2 Orpm or more within a predetermined period of time, an exception process of timer count=9 is performed.

(5) Timer counter = 4 When the engine speed starts to decrease, the timer counter is incremented to 4, so the next time the power-on upshift routine is executed, steps from step 515 are executed (step 514).

When the TDI timer has not ended, the duty ratio of the engaging side solenoid valve is set to the value Δ5D (AGLI
) is added (step 520).

After this, when the T DRP timer expires, the memory RO
The value of VC is increased by 1, and the value obtained by subtracting the current engine speed from the maximum engine speed RTOP is Δ
Stored on ROV. And the value of memory ROVC is 4
If not, assign 40m5 to the TDRP timer, start it again, clear ΔTD3 and ΔAGL3 (steps 524, 528, 529),
= When the ROvC value becomes 4, that is, when the 4 T DRP timer finishes running (approximately 2 times from when the engine speed starts to decrease until the first T DRP timer starts running)
0, the first T DRP timer is 20 and the last three are 40m5, so the total time is 160ma), ΔRO
Divide V by 16 and update ΔROV with the divided value. This shows ΔROV how much the engine speed has fallen on average during 1oILS), TDl? The P timer is cleared, and ΔTD3 and KAGL3 are calculated from the value of ΔROv (steps 524 to 527).

When the TDI timer expires when the timer counter is 4, the TDI timer is cleared, the TD2 timer is started, AGL2 is determined, and the timer counter becomes 5 (steps 515-520).

(6) Timer counter=5 When the TDI timer ends, the timer counter is set to 5, so the next time the power-on upshift routine is executed, steps 531 and subsequent steps are executed (step 530).

When the TD2 timer has not ended, the duty ratio of the engagement side solenoid valve is set to a value ΔSD (AGL2
) is added (step 536). Thereafter, the process jumps to step 521 where the timer counter=4, and the same process is performed. That is, ΔTD3 and ΔAGL3 are calculated when the TDRP timer finishes running four times from when the engine speed begins to decrease until the TD2 timer ends (160 m5 have elapsed since the engine speed began to decrease).

When the TD2 timer expires, the TD2 timer is cleared and the timer counter is set to 6 (step 532).
．． 533), then the value VD3 depending on the driving condition at that time.
is searched from the map.

The value obtained by adding ΔTD3 to the value VD3 is the timer TD3.
is set, and timer TD3 is started. (Steps 534-535). The value of ΔTD3 is O when it is within 160- after the engine speed starts to decrease, and is 1.
After 60m5, the average number of descents during 160as ΔR
This is the value calculated from OV.

(7) Timer counter=6 When the TD2 timer ends, the timer counter is set to 6, so the next time the power-on upshift routine is executed, steps 538 and subsequent steps are executed (step 537).

When the TD3 timer has not ended, the duty ratio of the engaging side solenoid valve is set to a value ΔSD (AGL3
) is added (step 542).

When the TD3 timer ends, the TD3 timer is cleared, the timer counter becomes 7, and the value of AGL4 is calculated (steps 538 to 541).

(8) Timer counter=7 When the TD3 timer ends, the timer counter is set to 7, so the next time the power-on upshift routine is executed, step 548 is executed. Here, the duty ratio of the engaging side solenoid valve is the value AGL
A value ΔSD (AGL4) based on 4 is added.

(9) Timer counter=9 When the timer counter is 3 and the engine speed does not increase by 2 Orpm or more within a predetermined period of time, exception processing with timer count=9 is performed.

Here, the duty ratio of the engagement side solenoid valve is set to a value ΔS based on the value AGL3 until the 7g2 timer ends.
D (AGL3) is added, and when the 7g2 timer ends, the 7g2 timer is cleared, the duty of the engagement side solenoid valve is set to 100%, and the engagement side solenoid valve is completely engaged.

0al Power on Upshift completion During the process described above, when the engine speed reaches the engine speed RBND that will be reached after the end of the shift, the shifting flag is cleared, the timer counter becomes 0, and the engaging side solenoid valve The duty is set to 100%, the 7g2 timer is cleared, and power-on upshift control is ended.

The flow of the processing described above is shown as a time chart in FIG. The duty of the engagement side solenoid valve becomes 100% TON seconds after the gear shift judgment, and then becomes 5DROLD% after TUP seconds have passed. When the engine speed increases by 2 Orpm or more, it becomes 5DST%, and when the engine speed reaches its maximum value, it becomes SD1%. After that, T.D.
It rises with a slope AGL1 for I seconds, then rises with a slope AGL2 for 2 seconds TD, rises with a slope AGL3 for 3 seconds TD, and finally rises with a slope AGL4. During this time, when the engine speed reaches REND, the duty of the engagement side solenoid valve is set to 100% and the control is terminated.

The solenoid valve on the release side becomes 0% after T OFF from the gear change judgment.

(Power Off Shift Routine) FIGS. 7a, 7b, and 7C are flowcharts of the power off shift routine.

Similar to the power off shift routine, this process is also performed for each timer counter value.

(1) Timer counter = O Since the timer counter is set to O at the end of any shift, the timer counter = 0 when determining the shift.

Here, after rewriting the timer counter value to 1,
Set TLIP timer (step 377.37
8) Next, the value VOFF is searched from the map according to the running condition. Then, set the value obtained by adding ΔTOFF to V OFF to the timer T OFF, and set the timer T OFF.
Start FF. (step 379), and also Tg
dStart the timer, set the duty of the engagement side solenoid valve to 100%, and set the memory OVC and OVL.
is 2, and memory ROVC and ΔROV are O (
Steps 380-385).

(2) Timer counter = 1 Timer counter: When = 0, timer counter =
Since it is set to 1, steps 387 and subsequent steps are executed next (step 386).

First, check if the TOP timer has finished,
If the TIP timer has been completed, the TIP timer is cleared and the duty of the engagement side solenoid valve is set to 5DROLD (steps 387 to 389).

Also, check whether the T OFF timer has ended, and if it has, clear the T OFF timer, set the duty of the release side solenoid valve to 0%, set the timer counter to 2, and substitute the engine speed into the ROV. (Steps 390-394).

(3) Timer counter 2 When the T OFF timer ends, the timer counter = 2
becomes.

First, if the engine speed has not been updated during calculation, the process jumps to step 413. When the engine speed increases, 2 is assigned to OVL and the value of OVC is subtracted by 1 (steps 407, 408). When the value of OVC becomes 0, the duty ratio of the release side solenoid valve is set to 100.
% and re-engage the released side. Then, read out the value of the TOV timer from the map, start the TOV timer, and read out ΔT OFF from the map (step 4).
09-412).

If the engine speed is not increasing but falling and is falling quickly, the engine speed is substituted into RQV (step 405).

If the engine speed decreases quickly, check whether OVL is 2, and if OVL is 2, set OV L to 1, and set ROV
Substitute the engine speed into (steps 401, 402
). If OVL is not 2, search the map for the value of ΔT OFF, and add a minus to that value to determine ΔT.
It is turned off (step 403). Then, the value of OVL is subtracted by 1 (step 404). At this time, OVC is 2.
It is said that Note that if OVL becomes negative due to the subtraction in step 404, steps 399 to 406 are skipped in step 298.

Next, if the TOV timer has ended, the TOV timer is cleared and the duty ratio of the release side solenoid valve is set to 0% (steps 413 to 415).

Then, check whether the Tgd timer has ended, and if it has, clear the Tgd timer and return 401119.
The TROV timer and the TDI timer set according to the running condition are started, the value of AGL1 is read out, the engine speed is substituted for ROV, and the timer counter is set to 3 (steps 416 to 422).

With this process, if the engine speed increases after the release solenoid valve is released, the release solenoid valve is engaged again for the TOV time, and at the same time, the T OFF time for the next gear change is extended. Also,
If the engine speed drops sharply twice in a row after releasing the release side solenoid valve, the T at the next gear shift will be
Perform processing to shorten the OFF time.

(4) Timer counter 3 When the Tgd timer ends, the timer counter becomes 3.

Here, check whether the TDI timer has finished or not.
, and if the timer counter is set to 4 and the TDI timer is cleared, the TD2 set according to the running condition is set.
Steps 424-428) start a timer and set AGL2. Also, every time the timer counter = 3 is processed, a value AC is added to the duty ratio of the engagement side solenoid valve.
Value ΔS DON (AG L 1 ) based on LL
is added (step 429).

Thereafter, it is checked whether TROνROV- has ended, and if it has, (ROV-engine rotation speed) is added to ΔROν (step 431). Then, substitute the engine speed for ROV and add 1 to ROVC (step 4
32. 433) , , :, (7) Set 40L1 in the T ROVC timer until ROVC becomes 4 (steps 434, 435), and if ROVC becomes 4, Δ
Substitute ΔROV/16 for ROV, and from this ΔROV
TD3. Find ΔAGL3 (step 436.4
37), ΔROV is 160+ from the end of Tgcl timer
Since it is the value of the decrease from the engine speed at the end of the Tgd timer after ms divided by 16, 10al! This is the average descending value for 1, that is, the average descending speed.

(5) Timer counter 4 When the TDI timer ends, the timer counter becomes 4. Here, ΔS DO until the TD2 timer ends
The duty ratio of the engagement side solenoid valve is increased by N (AGL 2) (steps 439 and 444).

When the TD2 timer ends, the TD2 timer is cleared and the timer counter is set to 5 (steps 440 and 44).
1). Next, depending on the driving condition, the value VD3 and AGL
Search for 3 from the map. And ΔTD3 to VD3
Set the added value to timer TD3, and
Start D3. Further, ΔAGL3 is added to AGL3 for correction (steps 442 and 443).

(6) Timer counter 5 When the TD2 timer ends, the timer counter becomes 5. The processing here is the same as the processing of the timer counter 6 for power-on upshift, and the duty ratio of the engagement side solenoid valve is increased by Δ5DON (AGL3) until the TD3 timer ends.

(7) Timer counter = 6 When the TD3 timer ends, the timer counter becomes 6. The processing here is the same as the processing for power-on amplifier shift timer counter = 7, and Δ5DON (AGL
4) Increase the duty ratio of the engagement side solenoid valve one by one.

(8) End of power off shift During the process described above, when the engine speed reaches the engine speed REND that will be reached after the end of the shift, the shift flag is cleared, the TD3 timer is cleared, and the engagement side solenoid The duty ratio of the valve is set to 100% (steps 386 to 370). Then, set the timer counter to O, substitute 2 to OVC and OVL, and ROVC,
By substituting ΔROv ni 0, the control of the power off shift is completed.

The flow of the processing described above is shown as a time chart in FIG. The duty ratio of the solenoid valve on the release side is T
It is set to 0% after OFF seconds. However, if the engine speed increases after TOFF seconds, the TOV second duty ratio becomes 100% again. The duty ratio of the solenoid valve on the engagement side is fixed at 100% for TOP seconds from the shift decision, and then 5DHOLD until Tgd seconds after the shift decision.
%become. During the subsequent TDI seconds, the slope increases with the slope AGLI, and similarly, during the subsequent TD 2 seconds, the slope increases with the slope AGL2, and T
It rises at a slope of AGL3 for D3 seconds. After that, it continues to rise with a slope of AGL4. Engine speed is RE
When ND is reached, the duty ratio is fixed at 100% and the control ends.

(Downshift Routine) FIGS. 8a and 8b are flowcharts of the downshift routine.

Similar to the power-on upshift routine, this processing is also performed for each timer counter value.

(11 Timer counter = O Since the timer counter is set to 0 at the end of any shift, the timer counter = 0 when determining the shift.

Here, after rewriting the timer counter value to 1,
Cent the TOP timer (steps 315 and 316)
). Next, the value VOFF is searched from the map depending on the driving condition. Then, set the value obtained by adding ΔT OFF to V OFF to the timer T OFF, and set the timer T OFF.
Start FF. (step 317), then
The engine speed is substituted into R0VTOP, the ROV is read from the memory, and the ROV is updated with the value obtained by adding the engine speed to the ROV (step 318). Also Tg
Start the d timer, set the duty of the engagement side solenoid valve to 100%, and set OvC to 0 (steps 319 to 320).

(2) Timer counter; 1 Since the timer counter is set to 1 when the timer counter is 0, steps 322 and subsequent steps are executed next (step 321).

First, check if the TOP timer has finished,
If it has ended, the TOP timer is cleared and the duty of the engagement side solenoid valve is set to 5DIIOLD (steps 322 to 324).

Also, it is checked whether the T OFF timer has expired, and if it has, the T OFF timer is cleared and the duty of the release side solenoid valve is set to 0% (steps 325 to 327).

Next, check whether the engine speed has become larger than the value ROV, and if it is, store the current time in the register as A, substitute 2 for 0■C, and set the duty ratio of the engagement side solenoid valve to 5DST. (Steps 329 to 332
), then check whether OVC is O. o v c -h
< When it is not o, compare the engine speed and the value R0VTOP, and if the engine speed is larger than R0VTOP, substitute the engine speed for R0VTOP, and set OVC.
is set to 2 (steps 334, 339, 340), and if the engine speed is smaller than ROVTOP, the value of OVC is subtracted by 1 (step 335), and OVC
When the value of becomes O, the value obtained by subtracting the time stored in the A register from the current time is set as ΔT OFF, and the duty ratio of the engaging side solenoid valve is set as 5DROLD. (Steps 336-338).

Then, when the Tgd timer ends, the Tgd timer is cleared, the TDI timer is started, and the A
After searching GLI, set the timer count to 2 (
Steps 341-345).

The memory OVC is set to O at the start of the shift, and becomes 2 when the engine speed increases by a predetermined value or more than at the start of the shift. The value of this memory OVC remains 2 while the engine rotation is increasing, and is subtracted by 1 when the engine rotation reaches its peak and stops increasing. And 2
It becomes 0 when the engine speed does not increase continuously.

The duty ratio of the solenoid valve on the engagement side is 5 during this period from when the engine speed increases by more than a predetermined value than at the start of the shift until the engine speed stops increasing twice in a row.
Changed to DST%. Further, the time period from when the engine speed increases by a predetermined value or more compared to the start of the shift until the engine speed stops increasing twice in a row is stored in ΔT OFF. This ΔTOFF is added to the time it takes to release the release side solenoid valve during the next gear shift, so
A sudden increase in engine speed will be less likely to occur during the next gear shift.

(3) Timer counter; 2 When the Tgd timer ends, the timer counter becomes 2.

Here, check whether the TDI timer has finished,
If completed, the TDI timer is cleared, the TD2 timer is started, AGL2 is set, and the timer counter is set to 3 (steps 347 to 351). In addition, for each timer counter = 2 processing, the duty ratio of the engaging side solenoid valve is set to a value Δ5DON (based on the value AGLI).
AC; Ll) is added (step 352).

(4) Timer counter = 3 When the TDI timer ends, the timer counter becomes 3. Here, Δ5DON until the TD2 timer ends
The duty ratio of the engagement side solenoid valve is increased by (AGL2). (Step 359).

Further, when the TD2 timer ends, the TD2 timer is cleared, and the TD3 timer set according to the driving state is started. Further, the value AGL3 is searched from the map according to the running state, and the timer count is set to 4 (steps 355 to 358).

(5) Timer counter = 4 When the TD2 timer ends, the timer counter becomes 4. The processing here is the same as the processing when the timer counter=6 of the power-on upshift, and the duty ratio of the engagement side solenoid valve is increased by Δ5DON (AGL3) until the TD3 timer ends.

(6) Timer counter = 5 When the TD3 timer ends, the timer counter becomes 5. The processing here is the same as the processing for power-on upshift timer counter = 7, and ΔS DON (A
GL 4) Increase the duty ratio of the engagement side solenoid valve.

(7) Completion of downshift During the process described above, when the engine speed reaches REND, which will be reached after the end of the shift, the shift flag is cleared, TD3 timer l is cleared, and the engagement side solenoid valve is The duty ratio is set to 100% (steps 310 to 312). Then, the timer counter is set to 0, and downshift control is ended.

The flow of the downshift process described above is shown as a time chart in FIG. 11. The duty ratio of the solenoid valve on the release side is set to N0% seconds after T OFF. The duty ratio of the engagement side solenoid valve is fixed at 100% for TOP seconds from the shift decision, and then becomes 5DHOI, D% until Tgd seconds after the shift decision.

However, when the engine speed increases beyond a predetermined value, the duty ratio of the related solenoid valve until the engine speed reaches its peak is increased to 5DST%. During the subsequent TDI seconds, it increases with a slope AGL1, and similarly, during the subsequent TD 2 seconds, it increases with a slope AGL2, and during TD 3 seconds, it increases with a slope AGL3. After that, it continues to rise with a slope of AGL4. Engine speed is Rt! When ND is reached, the duty ratio is fixed at 100% and the control ends.

〔Effect of the invention〕

As described above, according to the present invention, the rising speed detecting means (23 and step 4 of the central processing unit CPU)
92 (during an upshift) and step 329 (during a downshift)) detect the rate of increase in the rotational speed of the input shaft of the automatic transmission, and the electronic control unit (CPU) first detects the rising speed of the input shaft of the automatic transmission. Release the clutch or brake (step 480 (upshift), step 3
27 (during downshift)), then monitor the rate of increase in the rotational speed of the input shaft of the automatic transmission, and calculate this rate of increase (ΔROV
(during upshift) and ROV (during downshift)) is used to determine the engagement timing of the engaging side clutch or brake. Then, at this engagement timing, the engagement side clutch or brake is engaged (step 496
(during amplifier shift), step 332 ((during downshift)).

Therefore, it is possible to start engaging the clutch or brake before the vehicle is in a completely neutral state. Therefore, there is no loss of torque during gear shifting, and there is no shock caused by a sudden increase in torque when the engagement side clutch or brake is engaged.

In addition, when the rate of increase in the rotation speed of the input shaft of the automatic transmission is low, the timer means (Tgl, Tg2. Tgd)
As a result, the clutch or brake on the engagement side is automatically engaged, so there is no delay in gear shifting.

The timer means (Tgl, Tg2. Tgd) are set after the start of the shift (steps 474, 498, 380).
．． 319), therefore, a value can be set according to the speed change. For example, in the case of a power-on upshift, a sudden increase in engine speed is expected, so it should be relatively long.
Furthermore, in the case of a power-off shift or a downshift, a decrease in engine speed is predicted, so the timer value can be set relatively quickly. In this way, it becomes possible to perform shift control with less shift shock and better transmission efficiency.

[Brief explanation of drawings]

FIG. 1 shows a schematic diagram of the structure of an automatic transmission of an electronically controlled automatic transmission which is an embodiment of the present invention. FIG. 2 shows a hydraulic circuit for driving the automatic transmission of FIG. FIG. 3 shows an electronic control circuit that controls the hydraulic circuit of FIG. FIG. 4 is a flowchart of the main routine of the CPU of the electronic control circuit of FIG. 3, a vehicle speed sensor interrupt, a turbine rotation sensor interrupt, an engine rotation sensor interrupt, and a scheduled interrupt. Figure 5 shows the output side fil of the CPU of the electronic control circuit in Figure 3.
It is a flowchart of a routine. 6a, 6b and 6c are flowcharts of the power-on upshift routine within the output control routine of FIG. 7a, 7b and 7c are flowcharts of the power off shift routine within the output control routine of FIG. 8a and 8b are flowcharts of the downshift routine within the output control routine of FIG. 5. FIG. FIGS. 9, 10, and 11 are time charts during power-on upshift, power-off shift, and downshift in a practical embodiment of the present invention. CPU...Central processing unit, 20 ・ ・ 21 ・ ・ 22 ・ ・ 23 ・ ・ 24 ・ ・ 25 ・ ・ 26 ・ ・ 27 ・ ・ 31 ・ ・ 32 ・ ・ 33 ・ ・ 40 ・ ・ 41 ・ ・ 42 ・ ・43 ・ ・ 44 ・ ・ 45 ・ ・ 46 ・ ・ 47... ・Battery, ・Ignition switch, ・Constant voltage power supply, ・Engine rotation sensor, Turbine rotation sensor, Output shaft rotation sensor, Throttle sensor, Neutral start switch,・Overdrive cut switch, ・Idle switch, ・Brake switch, ・Walking speed lamp, ・Solenoid valve for clutch 02 control, ・Clutch 0
2 control solenoid valve, ・Solenoid valve for brake 82 control, ・Solenoid valve for brake B1 control, ・Solenoid valve for brake 82 control, ・Solenoid valve for low and reverse prohibition, ・Solenoid valve for lockup control, 48... line Pressure control solenoid valve, B2...ISt and R6v brake, C2...
... Direct clutch, B1... Second brake, CO... OD clutch, BO... OD brake, CI... Forward clutch, 600... Turbine shaft, 601... OD planetary gear, 605. ...Output shaft, 606.616...1 way clutch, 607...
Overdrive mechanism, 608...Gear transmission mechanism, 609.617,618...Carrier, 610.61
9.621... Planetary pinion, 611... Input shaft, 612... Sun gear, 613... Housing, 614... Intermediate shaft, 615... Sun gear shaft, 701... Oil sump, 702 ... Hydraulic pump, 703 ... Pressure adjustment valve, 704 ... Line pressure oil path, 705.706, 707, 708.709 ... Manual valve, 710 ... Valve, 711 ... Shift valve , 712...Lockup control valve.

Claims (3)

[Claims] (1) An automatic transmission that has a clutch and a brake that are activated by the application of fluid pressure and changes the gear ratio by engaging and disengaging the clutch and brake, and the application of fluid pressure to the clutch and brake, respectively. independently controlled fluid pressure switching means, and driving the fluid pressure switching means according to the running state of the vehicle;
An electronically controlled automatic transmission device comprising: electronic control means for changing engagement/disengagement of the clutch and brake; rising speed detection means for detecting a rising speed of the rotational speed of the input shaft of the automatic transmission; Preparation: During gear shifting, the electronic control means instructs the fluid pressure switching means to release the clutch or brake on the disengagement side, and then engages the clutch or brake according to the rising speed of the rotational speed of the input shaft detected by the rising speed detecting means. An electronically controlled automatic transmission device that instructs the fluid pressure switching means to engage a mating clutch or brake. (2) In claim (1), the electronic control means further comprises a timer means that starts when the gear is changed, and the electronic control means terminates the timer means when the detected speed of the rising speed detection means is low or indicates a decrease. 2. The electronically controlled automatic transmission according to claim 1, wherein the fluid pressure switching means is instructed to engage the clutch or brake on the engagement side. (3) The electronically controlled automatic transmission device according to claim (2), wherein the set time of the timer means is set according to the state of the speed change.