JPH03292454A - Hydraulic controller for automatic transmission - Google Patents

Abstract

PURPOSE:To decrease a variation in individual shift characteristics of a transmission as well as to check a secular change in these shift characteristics by installing a shift time detecting means, measuring a time ranging from a starting point to an ending point of the changeover of mechanical coupling at the shift of an automatic transmission, and an accumulator pressure control means, respectively. CONSTITUTION:A shift time detecting means 130 measures a time TT ranging from a starting point to an ending point of the changeover of mechanical coupling at time of shifting of automatic transmissions 1-3. With this measurement, an accumulator pressure control means 130, corresponding to the shift time TT, renews the value of a current flowing into a pressure control valve SL6 in a direction to become short if this time is long, namely, in a direction where accumulator back pressure becomes higher, while it also renews the value of a current flowing into the pressure control valve SL6 in a direction to become longer if this time TT is short, namely, in a direction where the accumulator back pressure become lowered, respectively. Accordingly, even if each engaging characteristic of friction members such as a brake, a clutch or the like of these automatic transmissions 1-3 and play and suchlike in a mechanical coupling system are varied in respective vehicles, the accumulator back pressure is automatically regulated so as to make the shift time TT become a constant value in substance.

Description

Detailed Description of the Invention [Objective of the Invention] (Industrial Application Field) The present invention transmits the torque of an engine output shaft to a load drive shaft and changes the rotational speed of the engine output shaft with respect to the rotational speed of the load drive shaft. Regarding automatic transmission devices that automatically change the ratio of gear ratios, in particular, for suppressing shift shock,
Related to pressure control of the internal brake and clutch during gear shifting.

(Prior Art) In this type of automatic transmission, when shifting from one speed stage to another, the hydraulic pressure of at least one of the brakes and clutches in the automatic transmission is removed, and the hydraulic pressure of at least one of the other brakes and clutches is removed. However, changing the hydraulic pressure tends to cause a shift shock. Conventionally, an accumulator is connected to the brake and clutch of an automatic transmission, and the back pressure of the accumulator is used to generate a shock during gear shifts. The pressure is adjusted so that it does not occur (for example, JP-A-56-138553).

However, since this pressure regulation is performed by a mechanical valve, the pressure regulation is relatively rough, and it is desired to regulate the pressure more smoothly and appropriately. Equipped with an electrically energized pressure control valve that adjusts accumulator back pressure, throttle valve opening, shift mode, engine oil temperature, engine coolant temperature,
Engine intake temperature, automatic transmission oil temperature, pattern select switch select position, engine torque, and engine speed.

The energization duty value of the electrically energized pressure control valve is determined in response to at least one of the following: engine boost pressure, engine fuel injection amount, output shaft torque of the automatic transmission, and output shaft rotation speed of the automatic transmission. , the pressure control valve is energized with this energization duty value, and a back pressure corresponding to the energization duty is determined in the accumulator.

According to this, the back pressure of the accumulator can be finely adjusted by the current value (current duty) flowing through the pressure control valve.
A more appropriate back pressure can be set in the accumulator and this can be adjusted smoothly.

(Problems to be Solved by the Invention) By the way, the engagement characteristics of friction members such as brakes and clutches of automatic transmissions and the play of mechanical coupling systems vary among vehicles and change over time. Shift characteristics, which are defined by the shift shock and the time required to change speeds, vary from vehicle to vehicle, and also from vehicle to vehicle, depending on the total driving time of the vehicle and the like.

SUMMARY OF THE INVENTION An object of the present invention is to reduce variations in speed change characteristics between transmissions in the same type of automatic transmission, and to suppress changes in speed change characteristics over time.

[Structure of the Invention] (Means for Solving the Problems 1) The first invention of the present application is an automatic transmission (1) inserted between an output shaft (8) of an engine and a load drive shaft (39). ~3)
, brake (Bo"B2) and clutch (C.

~C2) Hydraulic circuit that selectively supplies hydraulic pressure to and selectively removes hydraulic pressure from them (Fig. 2), Hydraulic circuit (Fig. 2)
brake (Bo-82) and clutch (Co
- C2) connected to the accumulator (260-29
0), an electrically actuated pressure control valve (SL6) regulating the back pressure of the accumulators (260-290), and
When shifting the automatic transmission (1 to 3), the accumulator (26
A pressure control valve (SL6) is used to control the back pressure of
) accumulator pressure control means (
130) in a hydraulic control device for an automatic transmission, comprising: a shift time detection means for measuring the time (TT) from the switching start point to the end point of mechanical coupling during gear shifting of the automatic transmission (1 to 3); (130); and the time (TT) measured by the shift time detection means (130) falls within a predetermined range (10th
When it is within ■ to ■ in Figure d, the current value (energizing duty) flowing through the pressure control valve (SL6) is updated in the direction of decreasing the longer it is (lower energizing duty) in accordance with the time (TT). If it is shorter, the current value (energization duty) flowing through the pressure control valve is updated in the direction of increasing it (higher energization duty), and when the time (TT) is out of the predetermined range (■ to ■), the above update is suspended. It is characterized by comprising an accumulator pressure control means (130);

Note that symbols in parentheses indicate corresponding elements or corresponding matters in the embodiments shown in the drawings and described later.

(Effect 1) The gear shift time detection means (130) detects automatic transmissions (1 to 3).
The time (TT) from the start point to the end point of mechanical coupling switching during gear shifting is measured. That is, the shift time (TT) defined by mechanical engagement/disengagement of the shift mechanism is detected. Thus, the accumulator pressure control means (130)
Corresponding to the shift time (TT), update the current value (energization duty) flowing through the pressure control valve (SL6) in the direction where it becomes shorter if it is longer (lower energization duty), that is, in the direction where the accumulator back pressure becomes higher. If it is shorter, the current value (energization duty) to be passed through the pressure control valve (SL6) is updated in the direction of increasing the current value (higher energization duty), that is, in the direction of lowering the accumulator back pressure.

Therefore, even if the engagement characteristics of the friction members such as the brakes and clutches of the automatic transmissions (1 to 3) and the play of the mechanical coupling system vary from vehicle to vehicle, the shifting time (TT) remains substantially constant. The accumulator back pressure is automatically adjusted so that the above-mentioned variations in speed change and engine revving are substantially eliminated, resulting in stable and smooth acceleration and deceleration characteristics.

In addition, even if the engagement characteristics of friction members such as brakes and clutches and the play in mechanical coupling systems change over time, the accumulator back pressure is automatically adjusted so that the shift time (TT) remains at a substantially constant value. Therefore, the shift shock and engine revving caused by the above-mentioned changes over time are substantially eliminated, and stable and smooth acceleration and deceleration characteristics that do not substantially change over time are provided.

When the wear of the friction members of the automatic transmission progresses and it becomes impossible to maintain good shifting characteristics with the above-mentioned shifting time adjustment itself, or when the weight of the vehicle or the load on slopes is excessive,
That is, when the shift time (TT) falls outside the predetermined range (■ to ■), the above-mentioned change in accumulator back pressure is suspended, and application of excessively high or low accumulator back pressure is avoided. This has the effect of avoiding disturbances in accumulator backpressure control in an environment outside the planned range, and also when the environment returns to within the planned range, for example, immediately after adjusting or replacing a friction member, or when the vehicle weight is This has the effect of suppressing the deviation of the accumulator back pressure from the restored good shifting characteristics of the transmission within a certain range when the accumulator back pressure is reduced.

(Means for Solving the Problem 2) The second invention of the present application is an automatic transmission (1 to 3) inserted between an output shaft (8) of an engine and a load drive shaft (39).
, brake (Bo = 82) and clutch (CO~
The hydraulic circuit (Figure 2) selectively supplies hydraulic pressure to the brake (Bo ``B2'') and the clutch (C
o -C2) connected to the accumulator (260~2
90), an electrically energized pressure control valve (SL5) that adjusts the back pressure of the accumulators (260 to 290), and an electrically activated pressure control valve (SL5) that adjusts the back pressure of the accumulators (260 to 290);
A pressure control valve (SL) is used to control the back pressure of
5) Accumulator pressure control means (130) for controlling the energizing current value (energizing duty); in a hydraulic control device for an automatic transmission, which includes: switching of mechanical coupling during gear shifting of the automatic transmission (1 to 3); Shift time detection means (130) for measuring the time (TT) from the shift start point to the shift end point;
A notification means (
151) ; and a first range (where the time (TT) measured by the shift time detection means (130) is close to the reference value CTS);
If it is within the range (■ to ■) in Figure 10d, the current value (energization duty) flowing through the pressure control valve (SL6) is updated in the direction corresponding to the time (TT), and the longer it is, the shorter the current value (energization duty) is. Update the current value (energization duty) flowing through the pressure control valve (SL6) in the direction of
The second range (■,■
), this number of times (An) is counted up, and when this count value (An) is greater than or equal to the predetermined value (4), and the time (TT) is lower than the second range (■, ■), this number of times (An) is counted up.
When it is in the third range (■, ■) further away from the TS), the notification means (151) is energized and the alarm means (151) is activated for 1 hour (1 device) to be in the second range (
The present invention is characterized by comprising an accumulator pressure control means (130) that suspends the update when the pressure is in the third range (1, 2) or the third range (2, 2).

(Effect 2) According to this, the effect and effect described in the column of Effect 1 above can be obtained, and furthermore, the wear of the friction members of the automatic transmission progresses, and the above-mentioned shift time adjustment itself does not allow for a good shift. An abnormality notification occurs when the characteristics cannot be maintained, when an abnormality occurs in the transmission mechanism, or when the vehicle weight or slope load is excessive.

Other objects and features of each invention of the present application will become clear from the following description of embodiments with reference to the drawings.

(Example) FIG. 1 shows an outline of the mechanism of an embodiment of the present invention.

The automatic transmission shown in FIG. 1 includes a torque converter 1.0 with a direct coupling clutch 50. Sub-transmission 2 consisting of overdrive mechanism
, and a main transmission 3, which is a gear transmission mechanism with three forward speeds and one reverse speed, are combined in this order.The torque converter 1 is a well-known type that includes a pump 5° turbine 6 and a stator 7. The pump 5 is connected to an engine crankshaft 8, and the turbine 6 is connected to a turbine shaft 9.

The turbine shaft 9 forms the output shaft of the torque converter 1 and serves as the input shaft of the sub-transmission 2.

It is connected to the carrier 10 of the planetary gear device in the sub-transmission 2. Further, a direct coupling clutch 50 is provided between the engine crankshaft 8 and the turbine shaft 9, and when the direct coupling clutch 50 is activated, the engine crankshaft 8 and the turbine shaft 9 are mechanically coupled (locked up). A possibly supported planetary pinion 14 meshes with sun gear 11 and ring gear 15. An overdrive multi-plate clutch CO and an overdrive one-way clutch Fo are provided between the sun gear 11 and the carrier 10, and an overdrive multi-plate clutch CO and an overdrive one-way clutch Fo are provided between the sun gear 11 and the housing or overdrive case containing the overdrive mechanism. A multi-disc brake Bo is provided.

The ring gear 15 of the sub-transmission 2 is connected to the input of the main transmission mechanism 3 @
It is connected to 23. A front multi-disc clutch C1 is provided between the input shaft 23 and the intermediate shaft 29, and a reverse multi-disc clutch C2 is provided between the input shaft 23 and the sun gear shaft 3°. A multi-disc brake B1 is provided between the sun gear shaft 30 and the transmission case, and the sun gear 32 provided on the sun gear shaft 30 is connected to a carrier 33. A planetary pinion 34 carried by the carrier. A ring gear 35 meshing with the pinion. Another carrier 36. Planetary pinion 37 carried by the carrier. Ring gear 3 meshing with the binion
Together with 8, it constitutes a two-row planetary gear mechanism. A one-way latch F1 and a brake B2 are interposed between the carrier 36 and the transmission case. A ring gear 35 in one planetary gear mechanism is connected to an intermediate shaft 29. Further, the carrier 33 in this planetary gear mechanism is connected to the ring gear 38 in the other planetary gear mechanism, and these carriers and ring gear are connected to the output shaft 39.
is connected to. In such a hydraulic automatic transmission with an overdrive device, each clutch and brake are engaged or released depending on the engine output and the vehicle speed by a hydraulic control device, which will be described later.
4 forward speeds (1st speed, 2nd speed, 3rd speed, 4th speed:
One forward gear (1st.O/D) shift and manual switching.
5th gear = LS) and 1 reverse gear. 6. Clutch Go r C1 + C2 and brake BO * B1 r 82- of the automatic transmission described above as well as the direct coupling clutch 50 of the torque converter 1 are selectively operated. Fig. 2 shows a hydraulic circuit that acts on the engine to perform automatic gear shifting operations.

The hydraulic circuit shown in FIG. 2 includes an oil reservoir 100. Oil pump 101. Pressure regulating valve 102. Auxiliary pressure regulating valve 103. Linear solenoid SL6. Manual valve 200.1-2 Shift valve 220.2-3 Shift valve 230.3-4 Shift valve 240° Solenoid valve SLI for shift control between 1/2,
Solenoid valve SL2 for 2/3 shift control 3/4
Solenoid valve SL3 for inter-shift control, accumulators 260, 270.

280.290. Accumulator pressure control valve 110. Modulator valve 90. Orifice control valve 80. Timing solenoid valve SL5. Low coast modulator valve 250
．． Exhaust pressure valve 70, lockup control valve 360. Lockup control signal valve 370. It consists of a solenoid valve SL4 for lock-up control, and other hydraulic elements and oil passages for servo communication between these valves and the hydraulic pressure of the clutch and brake.

The hydraulic oil pumped up from the oil reservoir 100 by the hydraulic pump 101 is adjusted to a predetermined oil pressure (line pressure) by the pressure regulating valve 102.
The oil is supplied to oil passage 104 and oil passage 105 after being adjusted to . The pressure oil supplied to the auxiliary pressure regulating valve 103 via the oil passage 105 is controlled to a predetermined torque converter pressure by the linear solenoid valve SL6 according to the throttle opening degree and vehicle speed.

The pressure is regulated to lubrication oil pressure and cooler pressure. A manual valve 200 connected to the oil passage 104 is connected to a shift lever provided at the driver's seat, and is manually operated to shift to P, R, or N according to the range of the shift lever.

It is moved to the D, S, and L positions.

The hydraulic circuit shown in FIG. 2 is configured to operate the automatic transmission shown in FIG. 1 as shown in FIG. Determine the speed stages (numbers in the D, S, and L columns).

Note that O/D in Fig. 3 is the 4th speed (overdrive), and LS is the intermediate speed stage (gear ratio 1.530) between the 1st speed (gear ratio 2.905) and the 2nd speed (gear ratio 1.530). 1.5th speed: gear ratio 2.257).

Here, to explain the characteristics of the above-mentioned automatic transmission mechanism (Fig. 1 and Fig. 2), the first is that the L
S (1.5th speed) is present, this LS (1st.
5th gear) is a relatively unstable driving condition when driving on a hill with a heavy vehicle weight, in which the speed is slow in 1st gear and there is insufficient power in 2nd gear (compared to the shift between 1st gear and 2nd gear). Shifting between 1st and 2nd gears in this state is likely to cause a shift shock), but also, when driving on a downhill road, the engine brake is too strong in 1st gear and the force is poor in 2nd gear. Even in this state (shifting between 1st and 2nd gears is relatively frequent and shifting between 1st and 2nd gears in this state is likely to cause shift shock), the speed is relatively fast when driving on a hill. Furthermore, it is designed to achieve smooth running characteristics that provide sufficient power, and also to achieve smooth running characteristics that provide appropriate engine braking when driving downhill.

Suppose that this 1st.
When 5th gear (LS) is automatically set, the speed range included in the 1st and 2nd speeds of the D range changes from 2 to 3 parts, and the speed range of each speed stage becomes narrower. As the frequency of gear changes increases, the driver's sense of discomfort due to gear change shock and speed change increases accordingly.

Therefore, in this embodiment, the 1.5th speed (LS) is set in response to the designation of the 1.5th speed (LS) by the driver's switch operation when the shift lever is in the L range. I have to.

In the automatic transmission mechanism shown in FIG. 1, the sub-transmission 2 is in overdrive (o/D; Co disconnected + BO released), and the main transmission 3 is in first gear (C1 closed + C2 disconnected, yB1 released).

B2 engagement), then the gear ratio is the intermediate value (2,2
57), so this is defined as 1.5th speed (LS),
When the 1.5th gear is designated, the sub-transmission 2 is set to O/D and the main transmission 3 is set to the 1st gear (Figure 3).
.

The second feature of the automatic transmission mechanism shown in FIGS. 1 and 2 is that the accumulator 260
, 270, 280, and 290, the back pressure of the piston (pressed upward by a compression coil spring, not shown) therein is controlled by a linear solenoid valve SL6 via an accumulator pressure control valve 110, and a timing solenoid is provided. Valve SL5 and brake B1 have orifice 8.
1 and orifice 82 (slow rise)
, or bypass the orifice 82 (fast rise)
The supply of pressure oil is controlled to ensure a smooth change in pressure when switching between applying and releasing the clutch and brake.

In this embodiment, the output pressure of the solenoid valve SL6 (a pressure proportional to which is applied by the actuator pressure control valve 110 to the accumulators 260-290) is substantially inversely proportional to the energization duty of the valve SL6. That is, when the energization duty (current value) of the linear solenoid valve SL6 increases, the piston back pressure of the accumulators 260 to 290 decreases, and the engagement oil pressure of the above-mentioned clutches, brakes, etc. decreases. When in a shift mode that is likely to cause shift shock,
Linear solenoid valve S is installed to prevent gear shift shock.
The current value (energization duty) of L6 is set high.

Turn on timing solenoid valve SL5 (duty 10
When set to 0% energization), the pilot pressure chamber of the orifice control valve 80 is connected to the drain, so the orifice control valve 80 bypasses the oil passage connecting the orifices 81 and 82 to the brake Bt (accumulator 280). . As a result, when the brake B1 is released, the pressure decreases quickly and the brake release speed is fast (in the case of brake engagement, the engagement speed is fast), and the timing solenoid valve SL5 is turned off (duty 0%: energized). none)
, the oil pressure in the pilot pressure chamber of the orifice control valve 80 increases, and the orifice control valve 80
and brake It1 (accumulator 2).
80). As a result, the brake B1 is connected to the hydraulic line through the orifices 81 and 82, so the pressure drop rate is slow when the brake B1 is released (brake release speed is slow), and when the brake B1 is engaged, the pressure decreases slowly (brake release speed is slow). The pressure rise speed is slow (brake engagement speed is slow).

FIG. 4 shows shift solenoid valves SL1 to SL3 of the hydraulic circuit shown in FIG. Lock-up control solenoid valve SL4,
An outline of an electric control system that controls energization of timing control solenoid valve SL5 and linear solenoid valve SL6 is shown.

The main body of the electrical control system is the control board 130, which is a printed circuit board on which a microcomputer (hereinafter referred to as CPU) and an input/output interface are assembled. The input interface of [control board] 30 includes the input shaft (output shaft of the engine) 8 of the torque converter 1.
, a pulse generator 140 that generates electric pulses with a frequency proportional to the rotational speed Ne of the sub-transmission 2, and a pulse generator 141 that generates electric pulses with a frequency proportional to the rotational speed Nt of the output shaft (C1 drum) 23 of the sub-transmission 2. Output shaft of main transmission 3 (
A pulse generator 142 that generates electric pulses with a frequency proportional to the rotational speed No of the axle drive shaft 39. 1st gear (L
S) Instruction switch 131. Fuel saving driving instruction switch 1
32° 4th speed (0/D) prohibition instruction switch 133. Shift lever position detection switch 134. Water temperature sensor 135 that detects the temperature of engine cooling water. An oil temperature sensor 136 for detecting the temperature of oil in the oil reservoir 100 in the hydraulic circuit shown in FIG. Brake switch 137. Throttle opening sensor 138. Idling opening sensor 139. Ignition key switch IGS and battery 163 on the vehicle
, 164 are connected.

Display lamps are connected to the various input switches described above, and when the first speed instruction switch 131 is closed (first speed instruction), the lamp 152 lights up, and the fuel saving driving instruction switch 132 is closed (saving driving instruction). ), the lamp 132 lights up, and when the fourth speed (0/D) prohibition switch 133 closes (prohibition instruction), the lamp 154 lights up.

When the shift lever position is N (neutral), the switch 134 is in the D position and the lamp 155 lights up, and when the shift lever is in R (back), the lamp 156 lights up and the switch 134 is in the D position
When the vehicle is parked (parked), the lamp 157 lights up. When the shift lever position is set to L, the switch 134 is set to the L position and lamps 158 and 161 are lit, when the shift lever position is set to S, lamps 159 and 161 are lit, and when it is set to D, lamp 1 is lit.
60 and 161 are lit.

Illumination of the lamp 161 means that the shift lever position is in the forward position.

When the brake switch 137 is closed (the brake pedal is depressed), the lamp 162 lights up.

The electrical pulses generated by the pulse generators 140, 141, and 142 are shaped into rectangular waves of a predetermined level by the input interface, and are applied to the external interrupt input port of the CPU of the control board 130. 1st speed indication switch 131. The signal of a binary switch such as the shift lever position detection switch 134 (open: high level H = not specified; closed: low level L = specified) is such that chattering at the time of level switching is eliminated by the input interface. The signal is shaped into a single rising or falling signal and is applied to the input port of the CPU of the control board 130. Water temperature sensor 135. The analog signals of the oil temperature sensor 136 and the throttle valve opening sensor 136 are smoothed and amplified for level calibration at the input interface, and then sent to the C of the control board 130.
It is applied to the analog signal input port (A/D conversion input port) of the PU.

The CPU of the control board 130 has a pulse generator 140°1.
41. Interrupt processing is executed every time the generated pulse of 142 falls to detect the engine rotational speed Ne, the rotational speed Nt of the auxiliary transmission output shaft, and the rotational speed No of the wheel drive shaft, and the various input switches and detection described above are performed. The open/close status of the switch (presence or absence of various instructions) is read, the water temperature signal, oil temperature signal, and throttle valve opening signal are digitally converted and read, and the speed stage setting and speed stage switching (shift = gear change) shown in Figure 3 are performed. ), transmission abnormality detection, water temperature abnormality detection, oil temperature abnormality detection, etc. are performed, and when an abnormality is detected, the abnormality display lamp 151 is turned on in a blinking pattern corresponding to the abnormality.

The CPU of the control board 130 sets the speed gear (Fig. 3), changes the speed gear, and turns on/off lock-up.
Pressure switching and pressure adjustment of the clutch and brake at the time of release are performed via the output interface by switching energization (on)/de-energization (off) of solenoid valves SL1 to SL3 and solenoid valve SL4.

This is performed by on/off switching or energization duty control of No. 5, and current value control of near solenoid valve SL6 (control of energization duty) corresponding to throttle valve opening θ and vehicle speed No.

The control board 130 includes an ignition key switch IG.
A memory backup power supply circuit is included that constantly supplies voltage for memory retention to the CPU even when S is open.
When the ignition key switch IGS is open, the CP
U holds the data it is writing to its internal memory. input switch.

The pump and various sensors are connected to a signal processing circuit that receives power from a signal processing power supply circuit supplied from batteries 163 and 164 via the ignition key switch IGS, and the solenoid valves SL1 to SL6 are connected to the ignition key switch IGS. Battery 163°164 via IGS
The solenoid driver is connected to the output end of the solenoid driver, which receives power from a high-power power supply circuit. A predetermined voltage is applied to the control signal input circuit of this solenoid driver from the signal processing power supply circuit. Therefore, while the ignition key switch IGS is open, only the memory backup power supply circuit and the CPU are powered by a very small amount of power (
(battery power).

Figures 5a, 5b, 5c, 5d and 5e
The figure shows an outline of the control operation of the CPU of the control board 130 (an outline of the main routine).

Power is applied to the control board 130 (battery 163
is connected to the control board 130; step 1 in FIG.
:Hereinafter, the words "step" and "subroutine" are omitted in parentheses, and only the numbers attached to them are written), and the CPU is
Set the internal registers, timers, counters, etc. to the initial standby state, and output the standby signal level to the output port (2
). As a result, SLI to SL6 are all turned off (de-energized)
be made into

The battery 164 is also connected as shown in FIG. 4, and then when the ignition key switch IGS is closed, the CPU performs the control (one cycle) between steps 3 to 69 in FIGS. 5a to 5e while the ignition key switch IGS is closed. control) is repeated in the same period as the TP.

At the beginning of one cycle of control, the timer TP is started (3), then the signals from the input switch, throttle valve opening sensor, etc. mentioned above are read (4), and in data processing 1 (5), the signals are read. The input data is written to the register that is referenced in the execution of the control program, and an abnormality judgment is made in each part based on the input data. When an abnormality is detected, the lamp 151 is turned on.
lights up.

The CPU of the control board 130 then performs data processing 2 (6).
This corresponds to the shift lever position, the speed stage (current speed stage) currently set in the automatic transmission (Fig. 1), and whether or not the fuel-saving driving instruction switch 132 is instructing fuel-saving driving. , the current speed stage (current speed stage register P
The next speed stage (possible shift mode) that may be shifted up/down is determined from the contents of S. In this embodiment, each speed stage (for example, 3rd speed) is connected to other speed stages (1st speed, 3rd speed, etc.).
The reference vehicle speed value (reference vehicle speed value group), which uses the throttle valve opening as a parameter to determine whether to shift to 2nd or 4th gear (upshift), is set when fuel saving driving is specified. Things to refer to (economy mode data group:
Since there are two sets of data (power mode data group: Fig. 15a) that should be referenced when it is not specified (Fig. 15b), data processing 2 (6) described above requires the shift that is possible at the current speed stage. It consists of data indicating the mode and data indicating whether it is economy mode or not. Determine data for specifying a reference vehicle speed value group.

The CPU of the control board 130 then reads the input (
Based on the input data read in step 4) and written to the register in data processing step 1(5), the shift lever position (output of switch 134) and the presence or absence of 1.5 speed (LS) designation (opening/closing of switch 131) are determined. From the correlation with
Check whether LS) should be set (7, 11)
.

In this embodiment, the 1.5th speed is set only when two conditions are met: the shift lever position is L and the switch 131 is closed (1.5th speed instruction). Therefore, when this holds true,
Write 1 (1.5 speed setting required) to register LSF (1
2). If this is not true, register LSF is cleared (13).

In the next gear shift determination (14), the register L
When the content of SF is 1 (1.5th speed setting required).

Data indicating the 1.5th speed is written into the target speed register DS. When the contents of the register LSF are 0 (1.5 speed is not specified), the data indicating the shift modes possible at the current speed stage set in data processing 2 (6) above,
Based on the data for specifying the reference vehicle speed value group, which is data indicating whether or not the economy mode is set, first, the speed gear that can be shifted up from the current speed gear (contents of the register Ps) is selected (if the prohibition switch 133 is closed). The standard vehicle speed value group (one of the solid line curves shown in Figures 15a and 15b) is identified from the higher speed gear (SRi speed) of the higher gear (excluding 4th gear if there is one), and from this data group, the current Select the reference speed value (the value of one point on the specified solid line curve) corresponding to the throttle valve opening of N and set it as the current vehicle speed N. Vehicle speed N compared to
, is equal to or higher than the reference vehicle speed value (shift-up required), data indicating the SRi speed is written to the target speed stage register DS, but if it is less than the reference vehicle speed value, this writing is not performed and the next lower speed is changed. A similar judgment is made for each stage. If it is not necessary to shift up for any of the speeds higher than the current speed, then from the lower speed (SRj speed) among the speeds to be downshifted from the current speed, A group of vehicle speed values (one of the dashed line curves shown in Figures 15a and 15b) is specified, and a reference speed value (value of one point on the specified dashed line curve) corresponding to the current throttle valve opening is determined from this data group. ) and compare it with the current vehicle speed N to determine the vehicle speed N.

is below the standard vehicle speed value (downshift required), the S
Data indicating the Rj speed is written into the target speed stage register DS, but when the reference vehicle speed value is exceeded, this writing is not performed and a similar determination is made for the next higher speed stage.

Note that when the switch 133 is closed (4th gear prohibited) and the content of the current speed register PS is 4th gear, the target speed gear is changed in order to downshift from 4th gear to 3rd gear. Write the third speed to register DS.

Next, the CPU of the control board 130 compares the current speed stage (the contents of the register PS) and the contents of the target speed stage register DS (the speed stage to be set), and if the two do not match (a shift is required), If the current gear is not being changed, the next speed register SS and the next speed register SSN are set to the target speed register D.
Write the speed stage of S (15-16-17-18). If the current gear is being changed, the speed stage of the target speed stage register DS is written only to the speed stage register SSN one after another (15-16-1
7-36).

Next, if the gear is not currently being shifted, start the timer TB for the TB time limit (19), and write 1 (timer TB operating) to the register TBF (20). When the timer TB times out, the solenoid valves SLI to SL3 and the timing solenoid valve SL5 are set to the energized state for setting the speed stage written in the next speed stage register ss,
A timer required for timing control for smoothing the switching of clutch and brake oil pressure during gear shifting is started, and data is set in various registers (44-54).

and detection of shift time (TSO, TSE) (64),
Control of the linear solenoid valve SL6 (65), control of the timing solenoid valve SL5 (66), lock-up control (67), and output control (68) are executed in this order, and after waiting for the timer TP to time out,
9) and starts the timer TP (3) to start the next cycle of control operation. By repeating this one-cycle control operation in the same period as the TP, shift determination and shift up/down control when a shift is required are smoothly realized in one time series.

Detection of shift time (TSO, TSE) shown in Fig. 5d (6
The contents of 4) are shown in Figures 6a and 6b, the contents of the linear solenoid SL6 control (65) shown in Figure 5d are shown in Figure 7, and the contents of the timing solenoid SL5 control (67) shown in Figure 5d are shown. Shown in Figures 8a and 8b.

The meanings of various symbols in these drawings are as follows.

LSF: Register that stores information on whether 1.5 speed is specified.

In the contents, rlJ indicates that 1.5 speed is specified, and rQJ indicates that 1.5 speed is not specified.

ps: gA speed stage register. The contents are the current gears of the automatic transmission (Fig. 1) (parking P, reverse R,
Neutral N, 1st speed, 1.5th speed, 2nd speed, 3rd speed, or 4th speed).

DS=Register for storing the speed stage (first speed, 1.5th speed, second speed, third speed, or fourth speed) determined to be set next based on the shift determination.

SS: Next speed stage register. Speed stage that must be set (1st gear, 1.5th gear, 2nd gear, 3rd gear, or 4th gear)
The shifting mode is determined by the contents of the registers PS and SS.

SSN: Sequential speed stage register, a register that stores the speed stage that must be set (shifted) successively after shifting from PS to SS.

TBF: Flag register for indicating whether timer TB is in operation. 1 means it is in operation, 0 means it is not in operation (
This means that timer TB has not started.

TEF: Flag register for indicating whether timer TE is in operation. 1 means it is in operation, 0 means it is not in operation (
timer TE has not started).

PUF: Flag register indicating whether or not power-on upshift is performed. The content 1 means an upshift (shift to a higher speed gear) when the engine is under load for vehicle propulsion (power on), and 0 means a downshift (shift to a lower speed gear). This means an upshift with no vehicle propulsion load applied to the engine (power-off: inertia driving or engine braking driving).

TEIF: Flag register indicating the start point of the shift period. The content 1 means that the timer TE has just started.

TEFF: Flag register indicating immediately after the shift period ends.

The content 1 means the period from when timer TE times out until timer T2D times out.

lrJ" count register. Writes the number of times it is detected whether the power is on (vehicle propulsion load is applied to the engine) or not (power off).

k: Number of times register. Ntl>Nt for determining the shift start point
2 (Nt2: current Nu, Ntl: N before TP
t,) Stores the number of times the event was satisfied.

TTF: Flag register indicating completion of measurement of gear shifting time.

The content 1 means that the measurement of the shift time TT has ended, and 0 means that the shift time detection has not ended.

TCR: Flag register indicating abnormality in shift time H.

The content 1 means a shift time abnormality.

CR: A register into which data indicating the suitability of the shift time TT is written.

POI: A flag register indicating whether or not it is necessary to set the initial value of the energization duty of the linear solenoid SL6.The content of 1 means that the initial value setting has been completed.

ADHEM: A register that stores the energization duty learning value of the linear solenoid valve SL6.

ADIN: A register that stores the energization duty value (calculated value) that energizes the linear solenoid valve SL6.

ATIN: A register that stores the energization duty value (calculated value) for energizing the timing solenoid valve SL5.

Next, the details of the control operation of this embodiment will be explained.

(1) New Nt, N (1 detection.

Immediately after the ignition key switch IGS is closed, the CPU of the control board 130 starts three (timers 1 to 3) timers (program timers) with predetermined time limits.
Interrupt processing in response to pulses generated by pulse generators 140, 141, and 142 is permitted. Then, for example, when the falling edge of the pulse generated by the pulse generator 140 arrives, it proceeds to interrupt processing, first increments the contents of count register 1 by 1, and then checks whether or not timer 1 has timed out. , if the time has not exceeded, the control returns to the one before proceeding to this interrupt processing. If the time has elapsed, the contents of count register 1 are transferred to the register Ne for speed Ne calculation.
Write to f, restart timer 1, and return to previous control.

When the falling edge of the pulse generated by the pulse generator 141 arrives, the process proceeds to interrupt processing, first increments the contents of the count register 2 by 1, and then checks whether or not the timer 2 has timed out. If not, the control returns to the one before proceeding to this interrupt processing. If the time has elapsed, the contents of the count register 2 are written to the speed N and calculation register Ntf, the timer 2 is restarted, and the previous control is returned.

When the falling edge of the pulse generated by the pulse generator 142 arrives, the process proceeds to interrupt processing, first increments the contents of the count register 3 by 1, and then checks whether or not the timer 3 has timed out. If not, the control returns to the one before proceeding to this interrupt processing. If the time has elapsed, the contents of count register 3 are transferred to register N for speed No. calculation. Write to f, restart timer 3, and return to previous control.

By executing these interrupt processes, the number of pulses generated during the recent predetermined time period of the pulse generators 140, 141, and 142 is written in the speed calculation registers Nef, Ntf, and Nof, respectively. It turns out.

The CPU of the control board 130 performs the data processing 2 (6) in FIG.
The speeds Ne, Nt, and No are calculated from the data of and NOf (the number of pulses generated within a predetermined time period) and are written into the speed register Ne, speed register Nt, and speed register No. As a result, the latest speed data always exists in these speed registers.

(2) Outline of control timing from when it is determined that a shift is necessary until the end of the shift.

In the case of an upshift, as shown in Fig. 9a, after determining that a shift is necessary (white ball corner) in the shift judgment (14, 15), the timer B is started (19), and when it times out, the solenoid is activated. The energization of SL1 to SL3 is switched to a state for setting the next speed stage (43 to 48). This is the 9th a
This is the timing of the "shift output" indicated by the black triangle in the figure. For example, in the case of 2→3 shifting, the energization/de-energization of the solenoids SL1 to SL3 is set to the energization/de-energization state of the row labeled "3" in column D shown in FIG. Then, timer TE is started (46).

In this example, TB = 0.2 sec, but TE is 0.8 sec when downshifting from 4 to 3.
, and 1 during other up and down shifts.
, 5 seconds. These TE values are the time TSO from when the gear shift output (48) is applied until the actual mechanical switching starts, and the time from the start of the mechanical switching until the mechanical switching is completely completed. The sum TSE of the time TT (mechanical shift time: this is the actual shift time)
is set to a value greater than .

(3) Measurement of mechanical shift time TT.

The mechanical shift time TT fluctuates depending on the wear condition of the friction members of the automatic transmission (Fig. 1) and the vehicle running load. If it is too small, a shift shock is likely to occur, and if it is too large, the engine may rev up. This can lead to disadvantages such as poor acceleration, etc., so it can be used as a guideline for determining the quality of automatic transmissions.

In this embodiment, in a 1→2 or 2→3 upshift, the mechanical shift time TT starts after the timer TE is started.
Measurements will be made. This content is shown in FIG. 6a. In this case, when a decrease in the speed Nt is detected two or more times in succession in the same period of TP, it is assumed that mechanical switching has started and the measurement of the mechanical shift time TT is started.81-87
), when the current Nt value decreases by 2.5rp+a or less than the previous Nt value for the same period as TP, it is assumed that the mechanical switching has ended, and the TT time measurement is stopped, and the measured value TT is
is written in the register TT (88-90), and 1 is written in the flag register TTF to indicate that the TT time measurement has ended (91).

(4) Detection of transmission failure based on mechanical shift time TT.

If the vehicle running load is abnormally high or the automatic transmission (Fig. 1)
In the case of vehicle running abnormalities or defects or abnormalities in the transmission mechanism, such as large wear of friction members such as clutches and brakes, or some abnormality in the transmission mechanism, the mechanical shifting time TT may be set to an appropriate length or Therefore, in this embodiment, as shown in Fig. 10d, the basic shift time (fixed value) TS with the throttle valve opening θ as a parameter is 8 areas from ■ to ■ are defined in the area, and it is checked in which area the measured gear shifting time falls (92 in Fig. 6b). If it is in the area or ■, set 1 to the abnormality register TCR. The data is written (103), and an abnormality is displayed (lighting of the lamp 151 is energized) (104). When it is in the area (2) or (2), the number of times An that has occurred is counted up, and if the number An is less than 4, 2 is written in the suitability degree register CR (99-102). When the number of times is 4 or more,
The same processing as in the case of the above-mentioned area (■) or (■) is performed.

If the area is ■ or ■, clear the abnormality (96
, 97), writes 1 to the suitability register CR (98)
. Also clear the abnormality when in area ■ or ■ (93, 9
4), write O to the compliance degree register CR (register C
Clear R = 95). Therefore, registers CR and TC
The data of R indicates the suitability of the shift time.

(5) Multiple transmission.

The period from when it is determined that a shift is necessary until the end of the shift (TB
+ TE), if there is a change in the throttle valve opening or the vehicle speed N, it will be necessary to shift to a speed gear different from the speed gear updated in that period (TE). There is.

The need for a shift is determined during the TB period (from when timer TB is started until it times out).

At this time, the next speed stage to be set is written into the next speed stage register SS (23 in Fig. 5b). As a result, the speed stage written in the register SS immediately before the TB period disappears due to this writing, so the speed stage switching output (48 in Figure 5c) when the timer TB times out is determined during the TB period. The gear shift period after the 6TB period that sets the speed stage (when timer TE is operating, that is, TEF
= 1), when it is determined that a gear shift is necessary (15-16-17), the previous gear change has already been completed, so in this case, the next speed gear to be set is written in the speed gear register SSN one after another (36). , When the timer TE times out, a changeover to the speed gear determined to require a shift is subsequently output (41-42-55-56-57-58-4
4 to 48), that is, the speed stage is changed immediately following the previous TE without waiting for the period B again.

(6) Judgment of power-on upshift.

Power-on upshifts tend to cause shift shock during gear change (TE), and power-off upshifts tend to cause engine revving. Therefore, at the time of upshifting (E), the hydraulic pressure switching speed is determined in response to power on/off to prevent shift shock and engine revving. For this purpose, it is necessary to detect power on/off, but this detection requires the throttle valve opening θ, vehicle speed No. + engine rotation speed Ne, and output shaft rotation speed N of the sub-transmission 2.
However, since it changes from moment to moment, it is preferable to detect it just before the gear change (TE). Therefore, in this embodiment, power on/off detection is performed during the TB period (16-23 to 3
5).

Note that the power-off determination is also made during the TE period (17
-36-32~35).

That is, when the shift mode is upshift, if Ne≧Nt is satisfied during the TB period (TBF=1), the contents of the number register i are incremented by 16-23-2.
4-27-28-29), when the contents of the number of times register i becomes 2 or more, 1 indicates that it is a power-on upshift.
is written to the flag register PUF (31). TB or T
If it is during period E, then when Ne(Nt) is reached, the contents of the number register j are incremented by 1 (32, 33), and when the contents of the number register j is 2 or more, the flag register P is
Clear UF (35), 0 by clearing means power off. In this way, when the shift mode is upshift, it is continuously determined whether the power is on or off until the timer TB times out.
After the timer TB times out, it is determined whether the power is off, and when it is determined that the power is on, the contents of the PUF are set to 1, and when it is determined that the power is off, the contents of the PUF are set to 0.
It is said that Therefore, when the gear shift output (48) is performed, the register PUF contains information indicating whether or not the power is on at that time.

(7) Steady control of energization duty of linear solenoid SL6 (Fig. 7).

The linear solenoid SL6 generates a hydraulic pressure that is substantially proportional to the energizing current value of its electric coil, and the accumulator pressure control valve 110 applies a hydraulic pressure proportional to this hydraulic pressure to the accumulators 260 to 290 as piston back pressure. Linear solenoid SL6 current value and accumulator 260
The relationship between piston back pressure of .about.290 is shown in FIG. 9b. In this embodiment, the energization current value of the linear solenoid SL6 is determined by the energization duty.The relationship between the energization duty and the energization current value (average current value due to repeated energization/de-energization) is as shown in FIG. 9b.

The conventional linear solenoid SL6 is mechanically linked to the rotating shaft of the throttle valve and adjusts the line pressure to a value corresponding to the throttle valve opening and governor pressure in response to the governor pressure corresponding to the engine rotation speed. It is used in place of a conventional throttle valve in a conventional hydraulic circuit.

The CPU of the control board 130 performs the following (8) back pressure control to control the back pressure of the accumulators 260 to 290 to prevent a shift shock at a specific timing of a specific shift mode (mainly during the TE period). The current value shown in FIG. 9c (corresponding current duty) is controlled in accordance with the throttle valve opening θ and the rotational speed Nt of the output shaft of the sub-transmission 2. energize. That is, the pressure corresponding to the throttle valve opening θ and the rotational speed Nt is applied to the accumulators 260 to 290.
and the 2→3 shift valve 60 (1 in FIG.
15,116).

(8) Accumulator back pressure control during gear shifting (Fig. 7).

Power-on upshift of l→2, 2→3 or 3→4 (
When PUF=1), to prevent shift shock,
During the shift period (TE: see Figure 9a), the energization duty of linear solenoid SL6 (accumulator 2
60 to 290 piston back pressure), roughly speaking, KIX
Defined by K2X (K3 (1-TT/TS) + ADMEM).

K1 is an environmental change correction coefficient, and K1 = 11 + 1
2. K11: Oil temperature correction coefficient, K12: Correction coefficient corresponding to throttle valve opening. K2 is a correction coefficient corresponding to the speed change mode and throttle valve opening, and K3 is a correction coefficient corresponding to the speed change mode. The values of these correction coefficients are shown in Figures 10a, 10b, 10c, and 10d, respectively.
As shown in the figure. Kll is calculated in accordance with the temperature detected by the oil temperature sensor 136 (118 in FIG. 7).

K12 is calculated according to the throttle valve opening θ (
118). K2 is calculated in accordance with the throttle valve opening θ and the speed change mode (120). Since K3 is a value that has a one-to-one correspondence with the shift mode, a value corresponding to the shift mode (contents of registers PS and ss) is selected.

TT is the latest mechanical shift time TT (data detected in the flowchart of Fig. 6a and stored in register TT);
S is the basic shift time (fixed value). ADHEM is the energization duty value determined by the learning correction so far.

The CPU of the control board 130 is the above-mentioned KIXK2X [K3 (1-TT/TS) + ADMEM]
is calculated as follows. First, the previous learned value ADMEM (contents of register ADMEM) is corrected to the appropriate value [K3 (1-TT/TS) + ADMEMI (learning correction) in accordance with the latest mechanical shifting time TT and the shifting mode at that time. ) to update and write to the register ADMEH (126), then multiply the data in the register ADMEM by the current environment coefficient Kl (=11+12) and 2 to write this (that is, KIXK2x (K3 (1-r
r/Ts) + ADMEMI) as the output duty, write it to the output data register ADIN addressed to the linear solenoid SLS (12B).
At 68) in Figure d, the CPU of the control board 130 is
A duty on (energization)/off (de-energization) signal indicated by the data in the output data register ADIN is output to the solenoid driver that energizes SL6.

Note that batteries 163 and 164 are connected to the control board 130.
When the control board 130 is connected, power is turned on to the control board 130, and the automatic transmission (FIG. 1) can be controlled only after the ignition key switch IGS is closed.

When this becomes possible, linear solenoid SL5
There is no learned value ADHEM for the energization duty.

At this time, the contents of register POI are 0. There, P.O.
When the content of I is 0, the initial value (fixed value) is written to the register ADMEH and 1 (initial value set complete) is written to POI (122, 123). At this time, the learning value is updated (
126) is not possible, so it is not done, and a value obtained by multiplying ADMEH by the environmental response coefficient at that time is set as the energization duty (124).

By the way, as explained in item (4) above, in the case of a defective transmission, the gear shift time is a value that deviates from the reference value TS, so the learning correction of the energization duty is performed based on this (126). would be inappropriate. Therefore, by referring to the suitability of the shift time TT (contents of registers TCR and CR), if the shift time TT is in the range ■, ■, or ■ (Fig. 10d), the learning correction (126) is not performed. Next, the current energization duty value (ADMEM) is corrected for the environmental change to determine the energization duty of the linear solenoid SL6 (125-128). That is, the learning correction of the energization duty value is performed only when the shift time TT is in the ranges (1) to (2). As a result, automatic pressure adjustment (energization duty correction) that brings the shift time TT close to the appropriate value TS is smoothly performed in chronological order only when the shift characteristic (TT) of the automatic transmission is within an appropriate range.

Figure 11a shows the time-series changes in the oil pressure of brake B1 and clutch C2 during a 2→3 shift. In this drawing, the oil pressure of brake B1 when the power is on is shown as a solid line, and when the power is off Those are shown with broken lines. The oil pressure of clutch c2 is indicated by the thick solid line, 2, when the power is on.
It is shown by a dashed dotted line and a dashed dotted line, and the state when the power is off is not shown.

Depending on the energization duty of the linear solenoid SL6 due to the accumulator backpressure control that is executed only when the power is turned on, when it is low, the oil pressure of the clutch c2 rises quickly as shown by the two-dot chain line, and the shift time TT increases. becomes shorter. When the energization duty is high, as shown by the dashed line, the oil pressure of the clutch c2 rises slowly and the shift time TT becomes long. Note that when the power is off, the energization duty is set to 0 (off) during gear shifting, so the oil pressure of the clutch c2 rises extremely quickly, and the neutral period shown in the figure is shorter than that shown.

In this way, the mechanical shift time TT corresponds to the energization duty, and becomes longer when it is higher and shorter when it is lower.

In the above-mentioned accumulator backpressure control, a correction value of +K3 (TS - TT)/TS, that is, a correction value corresponding to the deviation amount of the actual shift time TT from the shift time reference value TS, is added to the previous energization duty value, and then the next energization duty value is calculated. Since the energization duty value is set to (126 in FIG. 7), that is, learning correction is performed, the mechanical shift time TT converges to the reference value TS.

In other words, the energization duty is automatically adjusted in response to changes in the engagement characteristics due to wear of the friction members of the brake (B1) and the clutch (c2), and the shift time is substantially maintained at the reference value TS. No shift shock occurs due to changes in characteristics.

(9) Control of timing solenoid SL5 during gear shifting (Figures 8a and 8b).

The timing solenoid SL5 determines the rising speed of the hydraulic pressure for engaging the brake B1 and the falling speed of the hydraulic pressure when the brake B1 is released. Brake B1 is engaged only in second gear (see Figure 3).

Brake B in the shift mode related to the hydraulic pressure of brake B1.
1, the rise/fall speed control of hydraulic pressure is performed to prevent shift shock.

In the case of the 2→3 shift shown in FIG. 11a, when the power is turned on, the timing solenoid SL5 remains off (de-energized) (131-132 in FIG. 8a).
135-145-return), thereby causing the bypass valve 80 to close the flow path that bypasses the orifice 82. Therefore, since brake B1 communicates through orifices 81 and 82 with the 2→3 shift valve 60 connecting it to the drain (low pressure), the rate of pressure release of brake B1 is low. Note that the power is turned on (PLIF) before 0.1 seconds have passed after entering the TE period.
= 1) to power off (PLIF = O), the CPU of the control board 130 turns off the timing solenoid SL5 when the timer T1 times out.
is turned on (132-145 to 147: the rise of the broken line after 0.1 sec in the column SL5 in FIG. 11a). That is, write data specifying 100% energization duty to the output register ATIN addressed to the timing solenoid SLS (147), and write this time limit value TI (0, 1 sec).
may have other values in the range of 0.1 to 0.3 seconds.

When the timing solenoid SL5 is turned on, the bypass valve 80 opens the flow path that bypasses the orifice 82 (brings it into a flowing state), so that the pressure discharge speed of the brake B1 increases. Furthermore, when the TE period has passed, the timing solenoid SL5 is turned off (energization duty θ%) (131
-149-156-157-159 in Figure 5b). 1st
Figure 1a shows the pressure change of brake B1 (when power is on).
is shown by a solid line. Note that the CPU of the control board 130 outputs the timing solenoid SLS at the output (68: Fig. 5d).
Referring to the data in the destination output register ATIN, a duty ON (energization)/off (de-energization) signal indicated by the data is output to the solenoid driver connected to the solenoid SL5.

When the power is off even with a 2→3 shift, the control board 1
The CPU of No. 30 turns on the timing solenoid SL5 (100% energization duty) when entering the TE period (134), and turns it off (0% energization duty) after the TE period ((131-149-5b) Figure 156-
157-159).

The energizing timing of the timing solenoid SL5 when shifting to the second speed when the power is turned on is shown in FIG. 1ie. Second
0.4s after entering the TE period
In period A during ec, it is determined whether the throttle valve opening θ and the rotational speed NO of the output shaft of the main transmission 3 are in the ranges 1 to 2 or the non-control range shown in FIG. 11b. -132-135 to 139), the energization duty of the timing solenoid SL5 is set to 100% (on) when in region I (140), and 65% when in region (1) (141).

When it is in the area ■, it is set to 50%, and when it is in the area ■, it is set to 0% (off) (142). In Figure 11d,
The solid line divisions of regions I to (2) are shown, and FIG. 1ie shows the relationship between the determined regions and the energization duty determined correspondingly. Then, in period B (Fig. 11C) during which 0.4 sec has elapsed and TE has not elapsed, the throttle valve opening θ and the rotational speed No of the output shaft of the main transmission 3 change to 11b.
It is determined which of the areas ■ to ■ shown in the figure (more precisely, the first ID figure) and the uncontrolled area is located, and the area level difference between the area As judged this time and the area AP judged last time is checked (138 ), if there is a separation of two or more areas, determine the energization duty corresponding to the area As determined this time (13
9-140-143). When the area difference is 1 or less, the energization duty is not changed (133-144). FIG. 11f shows pressure changes in the brake B1 caused by such energization duty control.

In the case of power off control, timing solenoid SL5 is turned on (energization duty 100%) during 2→3 or 3→2 shift (132-145-14
6-133-134).

(10) Timing solenoid 5L50 energization control when the shift lever position is switched from D or S to L (Fig. 8a).

When the shift lever position is switched from D or S to L, the CPU of the control board 130 writes 1 to the manual shift detection register T20a (2 sec) and starts the timer T20a) -L (131-149-15
0-151), and when it times out, the timing solenoid SL5 is turned on (energization duty 100%) and the manual shift detection register is cleared (131-
149-150-152-153-155).

(11) Shift control related to 1.5th speed (LS).

For 1st to 3rd speeds, the sub-transmission 2 is set to low (SL3: OFF).

High/low refers to the range of the output shaft rotational speed of the sub-transmission 2. This low is high in terms of gear ratio. ) and S
It is determined by the speed stage setting of the main transmission 3 by the combination of ON/OFF of LI and SL2, and the 4th speed (0/D) is set by setting the auxiliary transmission 2 to high (SL3: on, gear ratio is low) and changing the main transmission. 3 is set to the third speed (SLI, SL2: OFF). Therefore, the speed change between the first speed and the third speed is essentially only a change of the speed stage of the main transmission 3 (single change speed).

However, in 1.5th gear, the sub-transmission 2 is set to high (SL3:
on), and the main transmission 3 is set to 1st gear (SLI: off/SL).
2: On), so shifting between 1.5th gear, 2nd gear, and 3rd gear is
This is a double-switching transmission in which both the main transmission 3 and the auxiliary transmission 2 are switched.

1 → 1.5 Shift Figure 12a shows the solenoid control timing for 1 → 1.5 shift. In this shift mode, the main transmission 3 remains in 1st gear and the auxiliary transmission 2 is in low ( This is a single-switching transmission that switches from SL3: off) to high (SL3: on). In this shift mode, timing solenoid SL5 is on (energization duty is 100%).
Continue. Solenoids SLI to SL3, when entering the TE period (when timer TB times out),
Switch from on/off that determines the 1st speed to that that determines the 1.5th speed (see Figure 3). That is, SL3 is switched from off (non-energized) to on (energized).

The linear solenoid SL6 is energized at the current duty (current value shown in Fig. 9C) corresponding to the throttle valve opening θ and the rotational speed Nt of the output shaft of the sub-transmission 2 until the end of the TB period, but it enters the TE period. Then, the energization duty is fixed at the previous value. That is, during the TE period, electricity is supplied with a constant duty.

1.5→2 shift FIG. 12b shows the solenoid control timing for a 1.5→2 shift. This shift mode shifts the main transmission 3 to the first
This is a double-switching shift in which the auxiliary transmission 2 is switched from high to second speed and from Ai to low. In this shift mode, when this shift is determined, the timing solenoid SL5 is
Turn off (energizing duty 0%) 15~ in Figure 5b
22) When the TB period has elapsed, the region determination described above with reference to FIG. 11b is performed, and energization is performed at the energization duty corresponding to the determined region (148-136 in FIG.
~144). The linear solenoid SL6 is configured in the above 1→1.
Control is performed in the same manner as in the case of 5 shifts.

In this shift mode, the shift solenoid changes from SLI: off, SL2: on, SL3: on (1.5th gear),
SLI: On, SL2: On, SL3: Off (
2nd speed), but the CPU of the control board 130
When entering the TE period, first turn on SLI and SL2 for second gear.

SL3 is turned on, but the switching of SL3 to OFF is suspended.

Then, when the rotational speed N of the output shaft of the sub-transmission 3 is increased,
The difference between the rotational speed 1.53 No. which the main transmission 3 provides to its input shaft (output shaft of the auxiliary transmission 3) when the main transmission 3 corresponds to No. (main transmission 3).

Synchronization difference between sub-transmissions) ΔN=Nt 1.53 No. is calculated, and on the other hand, a reference value (G map value: Fig. 13) with the rotational speed No as a parameter is selected, and ΔN≦G m
When the ap value is established (point X), SL3 is switched off to set the second speed. Figure 13a shows the Gmap values.

1.5th gear sets the sub-transmission 2 to high like 07D (4th gear), and sets the main gearbox 3 to high like 1st gear.
1 → 1.5 shift and 1.5 → 1 shift essentially only require switching from low to high or from high to low (switching only one transmission) of the auxiliary transmission 2. ，
The 5 → 2 shift or 1.5 → 3 shift is an amplifier shift that switches the sub-transmission 2 from high to low and the main transmission from 1st gear to 2nd gear or 3rd gear. 2
transmission shock may occur. Therefore, in this 1,5→2 shift, Δ
At the point when N≦Gmap value is satisfied (point X), SL3 is set to the second
Switch off for speed setting. This is done in order to substantially synchronize the completion of shifting of the auxiliary transmission 2 and the main transmission 3.

Figure 13b shows the time chart (1,
5→2 shift control) will be developed in more detail. 1.5
→In the second shift, if SL3 is turned off at the ΔN value shown in Fig. 13c (that is, SLI is on and SL2 is on, SL3 is turned off to shift to 2nd gear), then the main transmission 3 and the sub The ΔN value that provides such synchronization characteristics, in which the completion of shifting of the transmission 2 is almost synchronized and there is no shift shock, is the 13th c.
As shown in the figure, since N is a parameter, Gma
As shown in the oldest part II of Fig. 13c (and Fig. 13a), the p value is set to a value approximately equal to the ΔN value. Therefore, the above-mentioned X point (timing to switch off SOL3) can be changed to the actual
Since the N value is set to be equal to or less than the Gmap value (reference value), the completion of the shift of the main transmission 3 and the sub-transmission 2 is always almost synchronized, and a shift shock does not substantially occur.

1.5→3 shift This shift mode is a double changeover shift in which the main transmission 3 is switched from the first speed to the third speed, and the auxiliary transmission 2 is switched from high to low. This control content is similar to the 1.5→2 shift control described above, but in this shift mode, ΔN = N
Let it be t-1,0OXNo.

1.5→4 shift The control timing during gear shifting in this shift mode is shown in Fig. 12c. It is a single-switching transmission that maintains the In this case, when a shift is required in this shift mode, when the timer TB is started, the timing solenoid SL5 is turned off (energization duty 0%) (15 to 22 in Fig. 5b), and the shift is completed (
It continues to be off even after the TE period has ended. Solenoid S
LI to SL3 are turned on (energized)/off (de-energized) by TE.
Switch when the period starts. Linear solenoid 5L6
The energization duty control is the same as in the case of the 1→1.5 shift described above.

1.5 → 1 shift The control timing during gear change in this shift mode is set to 12d.
As shown in the figure. This shift mode is a single shift mode in which the sub-transmission 2 is switched from high to low, and the main transmission 3 continues in the first gear. In this shift mode, the timing solenoid SL5 continues to be off (energization duty 0%), and the on/off states of the solenoids SLI to SL3 are switched to determine the first speed when the TE period begins. The linear solenoid SL6 is energized during the TE period as well, with an energization duty (current value shown in FIG. 9c) corresponding to the throttle valve opening θ and the rotational speed Nt of the output shaft of the sub-transmission 2.

2→1.5 shift The control timing during gear shifting in this shift mode is set to 12e.
As shown in the figure. This shift mode is a double-switching shift in which the main transmission 3 is downshifted from second speed to first speed, and the auxiliary transmission 4 is shifted up from low to high. In this shift mode, when entering the TE period, solenoids SLI and SL2 are turned on/off from 2nd gear to 1.5th gear (
Main transmission 3 is switched to 1st speed), but solenoid SL3 is then switched to T15S (0.4 sec).
After the time has elapsed, that is, when the timer T4 (0,4 sec) started at step 49 in FIG. 5c has timed out, the switch is switched from off (low in the sub-transmission 2) to on (high). That is, when entering the TE period, first speed is set, and then, after T15S has elapsed, 1.5 speed is set. Timing solenoid SL5 continues to be off (energization duty 0%) until TDL (2 seconds) has elapsed after entering the TE period, and turns on (when TDL elapses).
Switch to energization duty (100%). The linear solenoid SL6 is energized during the TE period as well, with an energization duty (current value shown in FIG. 9c) corresponding to the throttle valve opening θ and the rotational speed Nt of the output shaft of the sub-transmission 2.

3→1.5 shift The control timing during gear shifting in this shift mode is set to 12th f.
As shown in the figure. This shift mode is a double-switching shift in which the main transmission 3 is downshifted from third speed to first speed, and the auxiliary transmission 2 is shifted up from low to high. The content of this control is the same as the control for the 2→1.5 shift described above.

4 → 1.5 shift The control timing during gear shifting in this shift mode is set to 12th g.
As shown in the figure. This shift mode is a single shift in which the main transmission 3 is switched from 3rd speed to 1st speed, but the auxiliary transmission 2 is maintained in high gear. (Switching the sub-transmission 2 from high to low = switching SL3 from on to off). When the TE period elapses, timer T2 (0, 2 sec) and timer T2D (0, 2 + TDL sec: TDL is the delay time) are started (55 to 63 in Figure 5C), and when timer T2 times out, Set to 1.5th speed (70 to 79° in Figure 5e SL3: off-on, SL
2: Off-on, ie, switching the sub-transmission 2 from low to high and switching the main transmission 3 from 3rd gear to 1st gear). Timing solenoid SL5 is timer T2D
It continues to be off (energizing duty 0%) until timer T2D times out, and when timer T2D times out, it is switched on (energizing duty 100%) (72 to 7 in Figure 5e).
6; ATIN is the output register destined for SL5). The linear solenoid SL6 is energized at a current duty (current value shown in FIG. 9C) corresponding to the throttle valve opening θ and the rotational speed Nt of the output shaft of the sub-transmission 2 during gear shifting.

(12) Steady lockup control.

In the r lockup control J (67) of Fig. 5d, when lockup (direct coupling clutch 50 is engaged: solenoid SL4 on) is not performed (SL4 off), the shift lever is
Under the condition that the brake switch 137 is in the D position and the brake switch 137 is off (the brake pedal is not depressed), a reference vehicle speed data group with the throttle valve opening degree θ as a parameter is specified for determining lock-up corresponding to the speed gear. ,
Among the data group, data corresponding to the current throttle valve opening θ (reference vehicle speed data) is specified, and it is checked whether the current vehicle speed N is greater than or equal to the reference vehicle speed data. Current vehicle speed N
. If the vehicle speed exceeds the reference vehicle speed data, lock-up is required, so solenoid SL4 is energized (lock-up is achieved), but in order to prevent shock due to lock-up,
The energization duty of SL4 is gradually increased as shown in FIG. 14a. In other words, when it is determined that lock-up is required, the energization duty Dt corresponding to the current throttle valve opening θ is
1 is determined and written to the output register ALIN. The relationship between the opening degree θ and Dtl is shown in FIG. 14b. and timer TLB
(0,4sec) and TLON (1,0sec) are started. Thereafter, the same energization duty is maintained until the timer TLB times out, provided that the above-mentioned lock-up condition is met. When the timer TLB times out, the energization duty Dtl (FIG. 14b) corresponding to the throttle valve opening θ at that time is calculated again and the energization duty is updated to the current calculated value. When the timer TLON times out, the energization duty is switched to 100% (on). This completes the lock-up engagement (connection of the direct coupling clutch 50) control.

When lock-up (direct clutch 50 is engaged) or when the lock-up engagement control described above is entered, a reference vehicle speed data group with the throttle valve opening degree as a parameter for determining lock-up release corresponding to the speed stage is specified, and the data is Current throttle valve opening θ in the group
(reference vehicle speed data) corresponding to the current vehicle speed N.
Check whether o is less than the reference vehicle speed data. If the current vehicle speed No. is less than the reference vehicle speed data, it is necessary to release the lock-up, so turn off the solenoid SL4 (energization duty 0%) (write data specifying energization duty 0% to the output register ALIN addressed to solenoid SL4). ). However, in order to avoid frequent repetition of lock-up application and release, lock-up application control must be terminated (timer T
For 0.5 seconds after the LON time-out, the above-described determination as to whether lock-up is necessary or not is not executed.

It should be noted that during the above-mentioned lock-up control, the timer TLO
If it becomes necessary to release the lock-up before N times out, SL4 is immediately turned off (energization duty 0%). If a shift becomes necessary before the timer TLB times out, SL4 is immediately turned off. Further, if the timer TLB times out and a shift becomes necessary while the timer Tl0N has not yet timed out, the following control (13) is performed.

(13) Energization control of lock-up control solenoid SL4 when a shift occurs during lock-up (direct coupling clutch 50 is engaged).

When entering the TE period of the upshift shift control, the CPU of the control board 130 lowers the energization duty of the lock-up closing solenoid SL4, as shown in FIG. The energization duty is increased sequentially and when the TE period has elapsed, the energization duty is returned to 100%. That is, when entering the TE period, first, the energization duty of the lock-up closing solenoid SL4 is lowered to Dt2 corresponding to the throttle valve opening degree θ at that time, and the timer TLS (0.4 sec) is started.

Fig. 14d shows the relationship between the throttle valve opening θ and the energization duty Dt2, and waits for the timer TLS to time out. When the timer TLS times out, the energization duty Dt2 (14d ) is calculated and the energization duty of solenoid SL4 is updated to this calculated value. When the TE period ends, the energization duty of the solenoid SL4 is returned to 100%.

In the case of a downshift, the SL immediately shifts to the TE period.
4 is off (energization duty 0%). Thereafter, according to (12) above, if the requirements are met, lockup is performed.

(14) Lock-up control linked to changes in shift lever position, etc. When the brake switch 137 is turned on (the brake pedal is depressed) or the shift lever position is switched to S, L, N, R, or P When this happens, immediately release the lockup (SL4 off).

Note that when the shift lever position is S, N, ≧
When the three conditions of 70 Orpm, idling switch 139 closed (idling), and Ne<Nt are satisfied at the same time, lock-up is established by the lock-up closing control explained in (12) above, and the shift lever position is switched from S to another range. When it breaks, N□ (700rpm
or when the idling switch 139 is opened (the throttle valve is opened), the lock-up is immediately released (SL4 off).

As described above, the CPU of the control board 130 determines that when the shift lever position (detection of the position of the switch 134) is in the L range, the LS (1.5th gear) instruction switch 131 is closed (in the 1st...
5 speed specification), write 1 to register LSF (7
-11-12), "Shift judgment" (14) writes the 1.5th speed to the register DS as the speed stage to be set as the primary speed stage when the contents of the register LSF is 1, and writes the current speed stage (
When the contents of register PS) are different from the 1.5th speed of register DS, it is determined that a shift is necessary (15), and the current speed stage (
1st speed, 2nd speed, 3rd speed, or 4th speed) to 1.5 speed (Fig. 12a, Fig. 12e, Fig. 12f, or Fig. 12g).

After that, when the switch 131 is opened (1.5th gear is not specified), or the shift lever position changes from L range to S.
When switching to range or D range, clear register LSF (synonymous with writing 0, 7.1l-13),
The current throttle valve opening θ and the axle drive shaft rotational speed N in the speed stage defined by the S range or the D range in the shift determination J (14). Determine the speed gear (Xth gear) corresponding to
After that, if the shift lever position is in the D range, only the 1st, 2nd, 3rd, and 4th gears are changed, and if the shift lever is in the S range, the first
If the 6 switch 131 is open (1.5 speed is not designated), only the 1st speed is set in the L range. In any case, the 1.5th speed is not set.

〔Effect of the invention〕

As described above, according to the present invention, the brake (B o - B o ) r clutch (Co
Even if the engagement characteristics of the friction members such as -C2) and the play of the mechanical coupling system are the same for each vehicle, the accurators (260 to 290) The back pressure is automatically adjusted (118 to 128 in FIG. 7), and the shift shock and engine revving caused by the above-mentioned variations are substantially eliminated, resulting in stable and smooth acceleration and deceleration characteristics caused by shifting.

In addition, brake (Bo = 821 + clutch (Co ”)
The back pressure of the accumulators (260 to 290) is maintained so that the shifting time (TT) remains at a substantially constant value even if the engagement characteristics of friction members such as C2) and the play of the mechanical coupling system change over time. is automatically adjusted (118-128 in Figure 7)
Therefore, the shift shock and engine revving caused by the above-mentioned changes over time are substantially eliminated, and stable and smooth acceleration and deceleration characteristics that do not substantially change over time are provided.

When the wear of the friction members of the automatic transmission progresses and it becomes impossible to maintain good shifting characteristics with the above-mentioned shifting time adjustment itself, or when the weight of the vehicle or the load on slopes is excessive,
That is, when the shift time (TT) falls outside the predetermined range (■ to ■), the above-mentioned change in accumulator back pressure is suspended, and application of excessively high or low accumulator back pressure is avoided. This has the effect of avoiding disturbances in accumulator backpressure control in an environment outside the planned range, and also when the environment returns to within the planned range, for example, immediately after adjusting or replacing a friction member, or when the vehicle weight is This has the effect of suppressing the deviation of the accumulator back pressure from the restored good shifting characteristics of the transmission within a certain range when the accumulator back pressure is reduced.

[Brief explanation of drawings]

FIG. 1 is a block diagram showing a general configuration of a transmission mechanism according to an embodiment of the present invention. 2 is a block diagram showing a hydraulic circuit for supplying hydraulic pressure to or removing hydraulic pressure from various brakes and clutches of the transmission mechanism shown in FIG. 1. FIG. FIG. 3 shows combinations of energization/de-energization of the solenoid valves SLI to SL3 for speed stage determination in the hydraulic circuit shown in FIG.
FIG. 3 is a plan view showing the relationship between engagement/release of the various brakes and clutches shown in the figure. FIG. 4 shows the solenoid valves SLI to SL3. shown in FIG.
FIG. 2 is a block diagram schematically showing the configuration of an electric circuit that energizes a lock-up control solenoid valve SL4, a timing solenoid valve SL5, and a linear solenoid valve SL6. Figures 5a, 5b, 5c, 5d and 5e
The figure is a flowchart showing the control operation (main routine) of the microcomputer of the control board 130 shown in FIG. Figures 6a and 6b represent the rTso shown in Figure 5d.
, is a flowchart showing the contents of TSH detection J (64). Figure 7 shows the "linear solenoid control J" shown in 5cl.
It is a flowchart which shows the content of (65). 8a and 8b are flowcharts showing the contents of the timing solenoid control J (66) shown in FIG. 5d. FIG. 9a is executed by the microcomputer of the control board 130 shown in FIG. 4. FIG. 9b is a time chart showing the timing of shift determination, shift output, and shift completion. FIG. 9b shows the relationship between the energizing current value of the electric coil of linear solenoid valve SL6 shown in FIG. 2 and the oil pressure output by the valve SL6. FIG. 9c is a graph showing the current value to be applied to the linear solenoid valve SL6, which is determined by the microcomputer of the control board 130 shown in FIG. 4 based on the throttle valve opening θ and the drum rotation speed Nt of the clutch C1. FIG. 10a is a graph showing the determination of the energization duty value (11) in FIG.
7 to 128) is a graph showing the value of the correction value Kll corresponding to the oil temperature. Figure 10b shows the determination of the energization duty value (11) in Figure 7.
7 to 128) is a graph showing a value of 12 as a correction value corresponding to the throttle valve opening degree θ. Figure 10c shows the determination of the energization duty value (11) in Figure 7.
7 to 128). It is a graph showing a value of 2 as a correction value corresponding to the speed change mode and the throttle valve opening degree θ. FIG. 10d is a graph showing the relationship between the mechanical shift time reference value TS corresponding to the throttle valve opening degree θ and the area classification based on the reference value TS. FIG. 11a is a graph showing oil pressure changes of the brake B and clutch C2 shown in FIG. 1 during a 2->3 shift, and the solid line shows the case of a power-on shift. FIG. 11b shows the throttle valve opening degree 0 and the wheel drive shaft rotation speed N. It is a graph showing area classification of. The energization duty of the timing solenoid SL5 shown in FIG. 2 is determined corresponding to this region. FIG. 11c is a time chart showing the energization duty switching timing of the timing solenoid valve SL5 shown in FIG. 2 when shifting from the third speed or the fourth speed to the second speed with power on. FIG. 1id is a graph showing one example of the area division shown in FIG. 11b. FIG. 1IE is a graph showing the relationship between the area shown in FIG. 1ID and the energization duty determined corresponding thereto. FIG. 11f is a graph showing the oil pressure rise characteristic of the brake B1 shown in FIG. 1, which is brought about by the energization duty setting shown in FIG. 1ie, during a 1→2 shift. Figures 12a, 12b, 12c, 12d, 12e, 12f, and 12g show the steps when shifting from 1.5 speed to another speed or vice versa.
3 is a time chart showing the on/off switching timing of the speed step setting solenoid valve SL3 and the on/off switching timing of the timing solenoid valve SL5 shown in FIG. 2. FIG. FIG. 13a is a plan view showing data referred to in order to determine the on/off switching point X of the speed stage setting solenoid valve SL3 shown in FIG. 12b. FIG. 13b shows the brake B shown in FIG. 1 when shifting from 1.5 to 2 as shown in FIG. 12b. -B2 is a graph showing changes in brake pressure. Fig. 13c shows the output shaft rotational speed N which substantially does not cause a shift shock when shifting from 1, 5 to 2 as shown in Fig. 12b.
FIG. 6 is a plan view showing the rotational speed change value of the O-compatible clutch C1 drum. FIG. 14a is a time chart showing a time-series change in the energization duty of the solenoid valve SL4 when the direct coupling clutch 50 shown in FIG. 1 is engaged (locked up). FIG. 14b is a graph showing the energization duty for energizing the solenoid valve SL4 assigned to Dtl shown in FIG. 14a, which is determined corresponding to the throttle valve opening degree θ. FIG. 14c is a time chart showing the adjustment of the energization duty of the solenoid valve SL4 for reducing shift shock during a shift when the direct coupling clutch 50 shown in FIG. 1 is in contact. FIG. 14d is a graph showing the energization duty for energizing the solenoid valve SL4 assigned to Dt, 2 shown in FIG. 14c, which is determined corresponding to the throttle valve opening degree θ. FIG. 15a is a graph showing a reference vehicle speed value group for determining whether or not a shift is necessary when the economy mode is not specified in "shift determination J04) shown in FIG. 5a. This is a graph showing a reference vehicle speed value group for determining whether or not a shift is necessary when the economy mode is specified in the shift determination J(14) shown in FIG. 5a. 1: Torque converter 2: Sub-transmission 3: Main transmission (1 to b SLI, SL2: Solenoid valve SL3 for speed stage setting
: Solenoid valve SL4 for speed stage setting : Solenoid valve SL5 for lock-up setting : Timing solenoid valve SL6 : Linear solenoid valve 50 : Direct coupling clutch 60 : 2-3 shift timing valve 70 : Exhaust pressure valve 80 Niorifice control valve 81. 82 Niorifice 90: Modulator valve 100: Oil reservoir 101: Hydraulic pump 102: Main pressure regulation valve 103: Adverb pressure valve 104, 105, 132: Flow path 110: Accumulator pressure control valve 200: Manual valve 220: 1-2 shift valve 230 :2-3 shift valve 240:3-4 shift valve 250:Low coast modulator valve 260-29
0: Accumulator 360: Lock-up control valve 370: Lock-up signal valve 130: Control board (accumulator pressure control means, shift time detection means) 131: 1.5 speed indication switch 132: Economy mode indication switch 133: 4th speed Prohibition switch 134: Shift lever position detection switch 135:
Water temperature sensor 136: Oil temperature sensor (oil temperature detection means) 137: Brake switch 138: Throttle valve opening sensor (opening detection means)
139 Near idling detection switch 140: Pulse generator 141: Pulse generator 142: Pulse generator 163.164: Vehicle battery IGS: Ignition key switch Fig. 3 Fig. 5a Fig. East 10a Fig. 10b Fig. 106 Fig. 5 1LIIJ+l・Slot Buy 1 Zν! - Ki 1 city map voice 12a Figure 1-1.5 Shift voice 11c Figure ζ 12b Figure 1.5-2 Shift, back .5-1 shift voice 12f Figure 3-1.5 shift L5 F voice 15a figure Akashibu Open Lfx, '10 > East 14b Zuke 14c Zukei Special Edition

Claims (2)

[Claims] (1) A hydraulic circuit that selectively supplies hydraulic pressure to and selectively removes hydraulic pressure from the brakes and clutches of an automatic transmission inserted between the output shaft of the engine and the load drive shaft;
an accumulator connected to the brake and clutch in the hydraulic circuit; an electrically actuated pressure control valve for regulating back pressure in the accumulator; In a hydraulic control device for an automatic transmission, comprising an accumulator pressure control means for controlling an energizing current value of a pressure control valve: Time from the start point to the end point of mechanical coupling switching during the shift of the automatic transmission. and, when the time measured by the shift time detection means is within a predetermined range, a current value flowing through the pressure control valve is adjusted in a direction corresponding to the time so that the longer the time, the shorter the time. update the current value flowing through the pressure control valve in the direction of increasing the current value from shorter to longer;
A hydraulic control device for an automatic transmission, comprising: an accumulator pressure control means for suspending the update when the time falls outside the predetermined range. (2) A hydraulic circuit that selectively supplies hydraulic pressure to and selectively removes hydraulic pressure from the brakes and clutches of the automatic transmission, which is inserted between the output shaft of the engine and the load drive shaft;
an accumulator connected to the brake and clutch in the hydraulic circuit; an electrically actuated pressure control valve for regulating back pressure in the accumulator; In a hydraulic control device for an automatic transmission, comprising an accumulator pressure control means for controlling an energizing current value of a pressure control valve: Time from the start point to the end point of mechanical coupling switching during the shift of the automatic transmission. a gear shift time detection means for measuring the time; a notification means for notifying that the time is within an abnormal range; and a first time when the time measured by the shift time detection means is close to a reference value.
If the time is within the range, the current value flowing through the pressure control valve is updated in the direction of shortening if the time is long, and the current value flowing through the pressure control valve is updated in the direction of lengthening if the time is short. , when the time is in a second range that is further away from the reference value than the first range, the number of times is counted up, and when this count value is greater than or equal to a predetermined value, and the time is further away from the reference value than the second range. an accumulator pressure control means that energizes the notification means when the time is within a third range, and suspends the updating when the time is within the second range or the third range. Hydraulic control device.