JPH05322022A - Shift control unit for automatic transmission - Google Patents

Abstract

PURPOSE:To prevent shift response lag in a manual shift mode. CONSTITUTION:A shift control unit for an automatic transmission A is provided with a shift mechanism 1 selecting a manual shift mode which directs shift according to an upshift signal or a downshift signal with a manual operation, or an automatic gear shift mode which outputs a shift signal based on a running state and a transient oil pressure control means 3 which feedback controls a transient state of engaged oil pressure, which is supplied to or drained from a frictional engagement device 2 at shifting, so that the shift transient state meets the conditions preset beforehand. And the unit is also provided with a manual shift mode detection means 4 detecting whether the manual shift mode is selected and a feedback control inhibition means 5 inhibiting feedback control of the transient state of the engaged oil pressure in the case of detecting that the manual shift mode is selected.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a shift control device for an automatic transmission which is capable of selecting a manual shift mode for instructing a shift based on an upshift signal and a downshift signal based on a manual operation.

[0002]

2. Description of the Related Art An apparatus of this type is disclosed in Japanese Patent Laid-Open No. 12517/1991.
No. 4 publication. That is, the automatic transmission is configured to change gears by appropriately changing the engaged / released states of clutches and brakes that change the transmission path of power in the gear train, and normally, vehicle speed, engine load (throttle opening), etc. The gear shift is performed according to the running state of the vehicle. However, the device described in the above publication switches the engaged / released state of the friction engagement device by a gear shift instruction signal based on a manual operation so that the gear shift is performed. It is configured. The shift mechanism switches between an automatic speed change mode that outputs a speed change instruction signal based on the running state of the vehicle and a manual speed change mode that outputs a speed change instruction signal based on a manual operation, and selects a travel range in the automatic speed change mode. In addition, the shift instruction operation is performed in the manual shift mode.

More specifically, a groove for guiding the shift lever to a position such as a parking range position or a drive range position for setting a traveling range in the automatic shift mode, and a groove formed in parallel with the groove and extending from the drive range position And a groove for outputting an upshift signal and a downshift signal by moving the shift lever and guiding the shift lever in the front-rear direction of the vehicle. In this type of device, if a predetermined drive range is selected by positioning the shift lever inside the groove that selects the drive range in the automatic speed change mode, the shift speed corresponding to the drive state is automatically set. If the shift lever is tilted forward or backward inside the groove for the manual shift mode, the upshift signal or the downshift signal is output each time, and the shift position is one speed higher or one speed lower than the current shift speed. Instructing to shift to the low speed gear position.

On the other hand, since the automatic transmission changes gears by changing the engaged / released state of the frictional engagement device as described above, the gear change associated with a sudden change in output torque during gear change. In order to prevent a shock, the engagement hydraulic pressure supplied to and discharged from the friction engagement device at the time of shifting is controlled. The accumulator is the most common control means of this kind, but in the invention disclosed in Japanese Patent Laid-Open No. 63-212137, a shift transition period is based on information such as the rotational speed of a predetermined rotating member during shifting. The engagement hydraulic pressure is controlled to reduce the shift shock more reliably.

However, in the above-described automatic gear shift mode in which the automatic gear shift mode and the manual gear shift mode can be selected, the gear shift is executed by engaging or releasing the same friction engagement device in any gear shift mode. ,
There were inconveniences as described below.

[0006]

Since the shift shock is caused by a sudden change in the output torque, the engagement hydraulic pressure supplied to and discharged from the friction engagement device at the time of shifting is smoothed over a certain long time. If it is changed, the shift shock will not occur, and therefore, the above-mentioned JP-A-62-2121.
In the invention described in Japanese Patent No. 37, the quantity indicating the gear shift transient state such as the turbine rotation speed or the rotation speed of a predetermined rotating member is
The engagement hydraulic pressure is feedback-controlled so that the engagement hydraulic pressure changes according to a predetermined process during a predetermined time. This control is effective in reducing shift shock, but in an automatic transmission that can select the manual shift mode, the above-mentioned foot-back control of the engaging hydraulic pressure is performed even when shifting in the manual shift mode. If it is implemented, the shift time becomes longer, the response delay of the shift is increased, and so-called drivability may be impaired.

That is, since the shift in the manual shift mode is executed based on the driver's intention, the shock tolerance due to the variation of the output torque during the shift is high, but the shift operation and the shift are executed. The relative allowance for the delay time between the two shifts is relatively low.Therefore, if the shift in the manual shift mode is executed over a long time as in the shift in the automatic shift mode, the response of the shift held by the driver The feeling of delay will increase.

The present invention has been made in view of the above circumstances and provides a shift control device capable of eliminating a response delay of a shift in the manual shift mode as much as possible in an automatic transmission capable of selecting the manual shift mode. It is intended to be provided.

[0009]

The above object can be achieved by the invention described in each claim having the following constitution. That is, the invention described in claim 1 is shown in FIG.
As shown in FIG. 3, a shift mechanism 1 for selecting a manual shift mode in which a shift is instructed by an upshift signal or a downshift signal based on a manual operation and an automatic shift mode in which a shift signal is output based on a running state, and An automatic transmission A having a transient hydraulic pressure control means 3 for feedback-controlling the transient state of the engagement hydraulic pressure supplied to and discharged from the engagement device 2 so that the shift transient state satisfies a predetermined condition.
In the shift control device, the manual shift mode detection means 4 for detecting that the manual shift mode is selected,
Feedback control prohibiting means 5 for prohibiting feedback control of the transient state of the engagement hydraulic pressure when it is detected that the manual shift mode is selected is provided.

According to a second aspect of the present invention, as shown in FIG. 2, a shift signal is output based on a running state and a manual shift mode in which a shift is instructed by an upshift signal or a downshift signal based on a manual operation. The shift mechanism 1 that selects the automatic shift mode to be performed and the transient state of the engagement hydraulic pressure that is supplied to and discharged from the friction engagement device 2 during the shift are feedback-controlled so that the shift process state satisfies a predetermined condition. In a shift control device for an automatic transmission A having a transient hydraulic pressure control means 3, a manual shift mode detection means 4 for detecting that the manual shift mode is selected, and a detection that the manual shift mode is selected In this case, the condition changing unit 6 changes the condition so that the shift time is shortened with respect to the automatic shift mode.

[0011]

According to the invention described in claim 1, the shift mechanism 1
When the automatic shift mode is selected by, the shift signal for instructing the upshift is output by the upshift signal based on the manual operation, and the shift signal for instructing the downshift is output by the downshift signal based on the manual operation. On the other hand, when the automatic shift mode is selected, the shift instruction signal is output based on the running state such as vehicle speed and engine load. If the manual shift mode is selected, the manual shift mode detection means 4 detects the manual shift mode. Then, when the gear shift is executed in the automatic gear shift mode, the transient hydraulic pressure control means 3 feedback-controls the engagement hydraulic pressure supplied to and discharged from the frictional engagement device 2 so that the transient shift condition satisfies a predetermined condition. On the other hand, when the manual shift mode is selected, the feedback control of the engagement hydraulic pressure during shifting is prohibited by the feedback control prohibiting means 5. Therefore, in the manual shift mode, the feedback control of the engagement hydraulic pressure is not performed,
The engagement and disengagement time of the friction engagement device is shortened, and the delay in gear shift response is eliminated or reduced.

According to the second aspect of the present invention, the transient hydraulic pressure control means 3 feedback-controls the transient state of the engagement hydraulic pressure during shifting so that the shifting process state satisfies a predetermined condition. When the mode detection means 4 detects that the manual shift mode is selected, the feedback control condition is set so that the shift time becomes shorter than the feedback control condition when the shift is executed in the automatic shift mode. Is changed by the condition changing means 6.
Therefore, the time required for gear shifting in the manual gear shifting mode is shortened, and the delay in gear shifting response is eliminated or reduced.

[0013]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of the present invention will now be described with reference to the drawings. FIG. 3 is a block diagram showing the basic construction of an embodiment of the invention according to the present application. The machine A is configured to be capable of selecting an automatic shift mode in which a shift speed is set according to a traveling state and a manual shift mode in which a shift speed is set based on a manual operation. That is, the automatic transmission A includes the solenoid valves S1, S2, S3 for shifting and the line pressure solenoid valve SLT, the lockup clutch solenoid valve SLU, and the accumulator back pressure solenoid valve SLN for the automatic transmission in the hydraulic control device 10 for automatic transmission. Electronic control unit (EC
A manual valve (not shown) is operated by a shift device 13 controlled by U) 11 and operated by a shift lever 12 to set a predetermined shift speed.

The shift device 13 includes a parking (P), a reverse (R), a neutral (N), a drive (D), a third speed hold ("3"), a second speed hold ("2"), and a second speed hold ("2"). The shift lever 12 is used to select each range position of the 1st speed holding (L) and a manual shift position (direct mode position: DM) for shifting and setting the 1st speed to the 4th speed by one step manually. It outputs the signals of those shift modes. Further, an upshift switch 14 and a downshift switch 15 are provided on a grip portion of the shift lever 12 at positions where they are operated by fingers different from each other.
Reference numerals 4 and 15 are connected to the electronic control unit 11.

The electronic control unit 11 is mainly composed of a central processing element (CPU), a storage element (ROM, RAM) and an input / output interface, and has a vehicle speed V, a throttle opening θ, a brake signal and a pattern. Various signals such as a select signal are input to control each shift solenoid valve S1, S2, S3 so as to set the shift stage according to the running state in the automatic shift mode, and in the manual shift mode, the upshift switch 14 The shift solenoid valves S1, S2, S3 of the hydraulic control device 10 are operated so as to be upshifted by one step each time the switch is operated once, and the downshift switch 15 is downshifted by one step each time the switch 15 is operated. Hydraulic control device 1
The zero shift solenoid valves S1, S2, S3 are operated.

Further, the hydraulic control device 10 controls the transient hydraulic pressure at the time of shifting, in addition to the control of the supply / discharging of the engaging hydraulic pressure to / from the friction engagement device for executing the shifting. For this purpose, a rotation sensor 16 for detecting the rotation speed of a predetermined rotating member, for example, the clutch C0 is provided, and a gear shift required time is set according to the type of gear shift, and the friction engagement device is configured to end the gear shift within that time. It is configured to perform feedback control of the engagement hydraulic pressure that is supplied and discharged. The required shift time is different between the automatic shift mode and the manual shift mode, and in the manual shift mode, feedback control is prohibited if necessary. These specific controls will be described later.

When the upshift signal or the downshift signal is input, the electronic control unit 11 holds these signals for a predetermined time in order to confirm the shift instruction. The shift positions of each range in the shift device 13 are arranged as shown in FIG.

FIG. 5 shows a train of gear trains in the above-described automatic transmission A, and the hydraulic control device 10 for shifting gears in the automatic gear shift mode and the manual gear shift mode is shown in FIG. The main circuit part of is shown in FIG.

That is, the automatic transmission A shown in FIG. 5 includes a torque converter 21 having a lockup clutch 20.
A second speed change unit 30 having a set of planetary gear mechanisms, and a first speed change unit 40 that sets a plurality of forward speeds and reverse speeds by the two sets of planetary gear mechanisms.

The second transmission section 30 is for performing two-stage switching between high and low, and the carrier 31 of the planetary gear mechanism is connected to the turbine runner 22 of the torque converter 21. Between the sun gear 32 and the sun gear 32, a clutch C0 and a one-way clutch Fo are provided in parallel relationship with each other.
A brake B0 is provided between the housing and the housing Hu.

The sun gears 41, 42 in each planetary gear mechanism of the first transmission portion 40 are provided on a common sun gear shaft 43, and in the planetary gear mechanism on the left side (front side) in the drawing of the first transmission portion 40. Ring gear 44 and second
A first clutch C1 is provided between the gear unit 30 and the ring gear 33, and a second clutch C2 is provided between the sun gear shaft 43 and the ring gear 33 of the second gear unit 30. The carrier 45 of the planetary gear mechanism on the left side of the drawing and the ring gear 46 of the planetary gear mechanism on the right side (rear side) of the first transmission unit 40 are integrally connected, and
The output shaft 47 is attached to the carrier 45 and the ring gear 46.
Are connected.

The first brake B1 which is a band brake is provided on the outer peripheral side of the clutch drum of the second clutch C2 so as to stop the rotation of the sun gear shaft 43, more specifically, the sun gear shaft 43 and the housing. A first one-way clutch F1 and a second brake B2 are arranged in series with Hu, and a second one-way clutch F2 with a carrier 48 and a housing Hu in the planetary gear mechanism on the rear side. The third brake B3 is arranged in parallel.

The automatic transmission A having the above-mentioned gear train can set the first speed to the fourth speed in the forward speed, and among these, the first speed and the second speed are engine brakes in the automatic speed change mode. Does not work and it is necessary to apply the engine brake in the manual shift mode. Therefore, the hydraulic control device 10 includes a hydraulic circuit shown in FIG.

The manual valve 100 switches the supply / discharge state of hydraulic pressure by moving the spool 101 by the shift device 13, and the line pressure P regulated by a primary regulator valve (not shown).
A line pressure oil passage 60 for supplying L is connected to the input port 102, and in the D range, the DM range, and the “3” range, the spool 101 is at the position shown in the drawing, and the input port 102 communicates with the D port 103. It is like this. In the S range, the spool 101 moves to the lower side of the figure and the input port 102 moves to the D port 103 and the S port.
Communicates with port 104, and spool 101 in L range
Moves further down and input port 102 becomes D port 10
3, the S port 104 and the L port 105 communicate with each other, and conversely, the spool 101 closes the input port 102 in the N range, the input port 102 communicates with the R port 106 in the R range, and the input port in the P range. When 102 is closed, another port is connected to the drain port.

The 1-2 shift valve 200 for shifting between the first speed and the second speed is a spool 2 having four lands.
01 and a spring 202 arranged at one end thereof, the control port 203 formed at the end opposite to the spring 202 is connected to the second solenoid valve S2, and when the second solenoid valve S2 is OFF. From the line pressure oil passage 61 to the strainer 62 and the orifice 63.
The line pressure PL supplied through the control port 203 is generated at the control port 203.

Below the control port 203 in the figure, a second coast port 204 that is opened and closed by the uppermost land.
And the first brake port 20 that selectively communicates with the second coast port 204 and the drain port 205.
6 are formed in order, and the first brake port 206 is connected to the first brake port 206 via the second coast modulator valve 64.
Brake B1 is connected. Also drain port 20
5, a D port 207 connected to the D port 103 of the manual valve 100 is formed on the lower side in the figure,
A second brake B2 is connected to a second brake port 209 that selectively communicates with the D port 207 and another drain port 208. The other drain port 208
Further, another drain port 210 is formed on the lower side in the figure, and the third brake port 2 selectively communicated with the drain port 210 and the low coast port 211.
The third brake B3 is connected to 12. A hold port 213 is formed at the lowermost end where the spring 202 is arranged.

A 2-3 shift valve 300 for shifting between the second speed and the third speed has a spool 301 having six lands and a spring 302 arranged at one end (lower end in the figure) of the spool 301. And a control port 303 formed at the end opposite to the spring 302 is connected to the first solenoid valve S1.
At the time of FF, the line pressure PL supplied from the D port 103 of the manual valve 100 through the strainer 65 and the orifice 66 is generated at the control port 303.

The 2-3 shift valve 300 includes a first drain port 304 and a brake port 3 in order from the top of the drawing.
05, the first D port 306 is formed, and the brake port 305 is connected to the second coast port 204 of the 1-2 shift valve 200, and the brake port 305 is connected to the first drain port 304 and the first drain port 304.
It is adapted to selectively communicate with the D port 306. Hold output port 30 following the above port
7, the input port 308, the clutch port 309, and the second drain port 310 are formed in order, and when the first drain port 304 and the brake port 305 are in communication, the first D port 306 and the hold output port 30.
7, the input port 308 and the clutch port 309 communicate with each other, and the brake port 305 is the first D port 30.
6, the hold output port 307 and the input port 308, and the clutch port 309 and the second drain port 310 are in communication with each other.

Further, a brake port 311 and a second D port 312 are sequentially formed following the second drain port 310, and when the clutch port 309 is in communication with the input port 308, the second drain port 310 is connected to the brake port 311. To the clutch port 30
The brake port 311 and the second D port 312 communicate with each other when 9 communicates with the second drain port 310. Furthermore, a hold port 313 is formed at the lowermost end where the spring 302 is arranged.

The second clutch C2 is connected to the clutch port 309, while the 1-2 shift valve 2 is connected.
00 hold port 213 and this clutch port 30
9 and 9 are connected. Further, the brake port 311 is connected to the low coast port 211 of the 1-2 shift valve 200 via the low coast modulator valve 67. Further, the hold port 313 is connected to the L port 105 of the manual valve 100, and in the L range, the spool 301 is held at the pushed up position as shown in the right half of the figure.

The 3-4 shift valve 400 is controlled by the second solenoid valve S2 and the hydraulic pressure sent from the hold output port 307 of the 2-3 shift valve 300,
The second gear shifting unit 30 is configured to carry out gear shifting, and includes a spool 401 having four lands formed therein and a spring 402 arranged at one end thereof, and an end opposite to the spring 402. Control port 4 formed on
03 is connected to the second solenoid valve S2 similarly to the control port 203 of the 1-2 shift valve 200 described above, and the hold port 404 formed at the end where the spring 402 is arranged has a 2-3 shift. It is connected to the hold output port 307 of the valve 300.

In this 3-4 shift valve 400, the second solenoid valve S2 is OFF and the control port 40
3 when the line pressure PL is applied, the input port 405 connected to the line pressure oil passage 61 is connected to the brake B0.
Is connected to the brake port 406 connected thereto, and conversely, when the pressure is exhausted from the control port 403 or the hydraulic pressure is applied to the hold port 404, the input port 405 is connected to the clutch C0. It communicates with the clutch port 407.

A first clutch C1 is connected to the D port 103 of the manual valve 100, and an oil passage extending from the first clutch C1 to the first and second D ports 306 and 312 of the 2-3 shift valve 300. In the middle of 68, in order to apply the engine braking in the first speed and the second speed in the manual shift mode, in other words, to prevent the engine braking in the first speed and the second speed in the automatic shift mode. The coast brake cut-off valve 500 is provided.

This is the clutch port 501 connected to the first clutch C1 and the first of the 2-3 shift valve 300.
And a brake port 502 connected to the second D ports 306 and 312, and has a spool 504 that is pressed in one direction by a spring 503 and an end where the spring 503 is arranged. The hold port 505 formed in the section is connected to the S port 104 of the manual valve 100 via the overdrive (O / D) lockout valve 600, and the control formed at the opposite end. Port 506 is connected to the third solenoid valve S3. The third sonoid valve S3 is provided in the oil passage 71 connecting the first clutch C1 and the control port 506 via the strainer 65 and the orifice 70, and closes the drain port in the OFF state to close the control port 50.
The line pressure PL is generated at 6 and the drain port is opened in the ON state to discharge the pressure from the control port 506.

In the O / D lockout valve 600, the position of the valve body 601 is controlled by the line pressure PL acting on the control port 602 and the spring 603 which opposes this control pressure, so that the output port 604 becomes the input port. It is configured to selectively communicate with the drain port 606 and the drain port 606. That is, the valve body 601 is one in which the outer diameter of the middle portion is smaller than the outer diameters of both end portions, and in the state where the valve body 601 compresses the spring 603 and is pushed down as shown in the right half of FIG. , Output port 604
And the input port 605 communicate with each other through a gap on the outer peripheral side of the valve body 601, and when the valve body 601 is pushed up to the position shown in the left half of FIG. 6, the input port 605 is closed and the output Port 604 is drain port 6
Connect to 06.

The output port 604 is provided with a hold port 505 of the coast brake cutoff valve 500.
, The input port 605 is connected to the S port 104 of the manual valve 100, and the control port 602 is connected to the first solenoid valve S1.

The above solenoid valves S1, S2, S
Since 3 is turned on or off as shown in FIG. 7, in the 1-2 shift valve 200, the spool 201 is pushed down as shown in the right half at the first speed, and the spool 201 is not shown at the other forward speeds. In the 2-3 shift valve 300, the spool 301 is pushed up in the first and second gears as shown in the right half of the figure, and in the third and fourth gears, the spool 301 is pushed up. 301
Is pushed down as shown in the left half of the figure, and in the 3-4 shift valve 400, the spool 401 is pushed up as shown in the right half of the figure in the first to third speeds, and left in the figure in the fourth speed. Pushed down as shown in half. as a result,
As shown in FIG. 7, each friction engagement device is engaged or disengaged to set each gear.

Incidentally, FIG. 7 is an operation table, in which the mark ○ indicates ON for the solenoid valve, the friction engagement device indicates engagement, and the mark × indicates OF for the solenoid valve.
F, the friction engagement device indicates release.

In the third speed holding ("3") range, the fourth speed of the drive (D) range is prohibited.

The first speed and the second speed in the manual shift mode will be particularly described. When setting these shift speeds, the third solenoid valve S3 is turned on.
Pressure is exhausted from the control port 506 of the coast brake cutoff valve 500, and its spool 504 is pushed up by the spring 503 to the position shown in the left half of the figure. As a result, since the clutch port 501 and the brake port 502 are in communication with each other, the line pressure P is applied to the first D port 306 and the second D port 312 of the 2-3 shift valve 300.
L is supplied. On the other hand, in the 2-3 shift valve 300, when setting the first speed and the second speed, the first solenoid valve S1 is turned on and the pressure is exhausted from the control port 303.
Along with that, the spool 301 is pushed up to the position shown in the right half of the figure, so that the first D port 306 communicates with the brake port 305 and the second D port 312 communicates with the brake port 311. That is, the line pressure PL is supplied to the second coast port 204 and the low coast port 211 of the 1-2 shift valve 200 connected to the brake ports 305 and 311 respectively.

In the 1-2 shift valve 200, when the first speed is selected, the second solenoid valve S2 is turned off and the hydraulic pressure is supplied to the control port 203, whereby the spool 2 is moved.
01 is pushed down to the position shown in the right half of the figure, so that the low coast port 211 communicates with the third brake port 212, and as a result, the third brake B connected here.
Hydraulic pressure is supplied to 3 and it engages. That is, in the gear train shown in FIG. 5, the third brake B3, which is in parallel with the second one-way clutch F2, is engaged, so that rotation of the carrier 48 in both forward and reverse directions is blocked, and the engine brake is applied. You can

Further, in the 1-2 shift valve 200, in the second speed, the second solenoid valve S2 is turned on to exhaust the pressure from the control port 203, and the spool 201 is pushed up to the position shown in the left half of the figure. Therefore, the second coast port 204 communicates with the first brake port 206, and as a result, the first brake B1 connected thereto is engaged. That is, in the gear train shown in FIG. 5, engagement of the first one-way clutch F1 and the first brake B1 in parallel with the second brake B2 causes engagement of the sun gears 41, 42 of the first transmission unit 40. Rotation in both forward and reverse directions is blocked, and engine braking can be activated.

The automatic transmission A having the gear train shown in FIG. 5 and the hydraulic circuit shown in FIG. 6 can perform the gear shift in the automatic gear shift mode and the gear shift in the manual gear shift mode as described above. Selection of each shift speed in the switching and manual shift modes is performed by the shift device 13 described above. That is, if the D range is selected by the shift lever 12, each shift speed is automatically set based on the traveling state such as the vehicle speed and the throttle opening.
2 is set to the direct mode position DM, and if the upshift switch 14 or the downshift switch 15 is operated in that state, the electronic control unit 11 causes the hydraulic control unit 10 to upshift or downshift one step each time. Signals are output to the solenoid valves S1, S2 and S3 to output a gear shift command signal to the gear position which is one speed higher or lower than the current gear.

In the above device, the transitional state at the time of shifting is performed by controlling the engaging hydraulic pressure for supplying / discharging to / from the frictional engaging device. Specifically, the engaging hydraulic pressure feedback control is performed in the automatic shifting mode. In the manual shift mode, feedback control is performed with a constant different from that in the automatic shift mode, or feedback control is prohibited. An example of the control is shown as a flowchart in FIG.

In the example shown in FIG. 8, the device is first initialized in step 1, and then in step 2, the accelerator operation amount θ, the vehicle speed V, the shift position signal from the shift device 13, the upshift switch 14 and the downshift switch. Input processing of each signal such as a manual shift signal and a shift pattern select signal from 15 is performed. In step 3 following this, it is determined whether or not the manual shift mode (that is, the direct mode) is selected. If the direct mode is selected, the process proceeds to step 4 to set the constant for the direct mode, Further, when the direct mode is not selected, that is, when the automatic shift mode is selected, the routine proceeds to step 5 and the constants for the automatic shift mode (auto mode) are set.

An example of the constant is shown in FIG. That is, the shift time from the start to the end of the shift can be adopted as a constant, and in the example shown in FIG. 9, different times are set for each type of shift and the shift time for the auto mode is set to the shift time for the direct mode. The shift time of is set relatively short. Further, the gain may be set to zero in the direct mode to prohibit the feedback control.

Of the above constants, the constant in the direct mode is not only changed according to the type of shift as shown in FIG. 9, but is also a parameter indicating the degree of demand for quickness of shift, such as the throttle opening. It may be changed according to the vehicle speed or the like.

After setting the constants according to the shift mode as described above, it is judged in step 6 whether or not the start condition of the feedback control accompanying the shift is satisfied. If the judgment result is "no". The control process returns, and if the determination result is "yes", the process proceeds to step 7 to set the target rotation speed. This target rotation speed NTC0 is calculated by the following equation as an example.

NTC0 = Ns- (Ns-N0 * i) / Ts where NS is the rotational speed of the clutch C0 before the start of control, TS
Is the shift time, N0 is the output shaft speed, and i is the gear ratio after the shift.

In the subsequent step 8, the actual rotation speed of the predetermined rotating member, that is, the actual rotation speed of the clutch C0 is detected by the rotation sensor 16, and this is compared with the target rotation speed NTC0 to determine the engagement hydraulic pressure. A correction amount is calculated (step 9). The correction amount is obtained by the following equation as an example.

ΔN (k-1) = ΔN (k) ΔN (k) = NTC0-NC0ΔNT = kc × {ΔN (k) -ΔN (k-1)} where ΔNT is a correction amount and kc is a feedback gain. ,
NC0 is the actual rotational speed of the clutch C0, .DELTA.N (k-1) is the previous sampling value, and .DELTA.N (k) is the current sampling value.

Based on the correction amount thus obtained, the duty ratio of the accumulator back pressure solenoid valve SLN is controlled to control the engagement hydraulic pressure so that the actual rotation speed becomes the target rotation speed (step 10).

As described above, the shift transition state is controlled,
When the end condition is satisfied such that the output speed reaches a predetermined speed, or the ratio of the input speed to the output speed approaches the speed ratio of the target shift speed, that is, the determination result of step 11 is "yes". If so, the control is terminated, and while the termination condition is not satisfied, the control from step 8 to step 11 is continued.

Therefore, in the gear shift in the automatic mode, the gear shift time becomes the time shown in FIG. 9, whereas in the direct mode, the gear shift time becomes shorter than that, and the gear shift response delay in the manual gear shift is eliminated. Or reduced. Further, when the gain is set to zero in the direct mode, the feedback control of the engagement hydraulic pressure itself is not performed, so that the response delay of the shift is eliminated.

The present invention is directed to an automatic transmission capable of switching between an automatic speed change mode and a manual speed change mode, and its shift device is not limited to the above-described device shown in FIG. The configuration shown in 10 can be adopted. That is, in the shift device shown here, a direct mode setting switch 701 is provided at the tip of the shift lever 700, and when the switch 701 is pressed, the shift lever 700 is arranged in a cross shape to provide four gear positions DM1, DM2, and DM3. , DM4 to output a shift command signal.

Further, the present invention can be applied to an automatic transmission equipped with a gear train other than the gear train shown in FIG. 5 and a hydraulic circuit other than the hydraulic circuit shown in FIG.

[0057]

As described above, according to the shift control device of the present invention, when the manual shift mode is selected, the feedback control of the engagement hydraulic pressure at the time of shifting is not performed or the shift time is shortened. Therefore, the response delay of the shift is eliminated or shortened, and as a result, the shift shock in the automatic shift mode can be reduced and, at the same time, the drivability in the manual shift mode can be improved.

[Brief description of drawings]

FIG. 1 is a block diagram showing the gist of the invention of claim 1 as a drawing.

FIG. 2 is a block diagram showing the gist of the invention of claim 2 as a drawing.

FIG. 3 is a block diagram showing a basic configuration of an embodiment of the present invention.

FIG. 4 is a diagram showing the position of each range in the shift device.

FIG. 5 is a skeleton diagram showing a gear train of the automatic transmission according to the embodiment.

FIG. 6 is a hydraulic circuit diagram showing a part of a hydraulic circuit in the embodiment.

FIG. 7 is an engagement operation table of the friction engagement device.

FIG. 8 is a flowchart showing a control routine by the apparatus of the embodiment.

FIG. 9 is a list showing constants for shift control in the automatic mode and the direct mode.

FIG. 10 is a schematic view showing another example of the shift device.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 Shift mechanism 2 Friction engagement device 3,6 Transient hydraulic pressure control means 4 Manual gear shift mode detection means 5 Feedback control prohibition means 6 Condition change means A Automatic transmission

 ─────────────────────────────────────────────────── ─── Continuation of the front page (72) Inventor Takayuki Okada 1 Toyota-cho, Toyota-shi, Aichi Toyota Automobile Co., Ltd. (72) Inventor Takeshi Inuzuka 10 Takane, Fujii-cho, Aichi-ken Aisin AW Incorporated (72) Inventor Masashi Hattori 10 Akane Takane, Fujii-cho, Aichi Aisin AW Co., Ltd.

Claims (2)

[Claims] 1. A shift mechanism for selecting a manual shift mode in which a shift is instructed by an upshift signal or a downshift signal based on a manual operation and an automatic shift mode in which a shift signal is output based on a running state, and a friction mechanism during a shift. A shift control device for an automatic transmission, comprising: a transient hydraulic pressure control means for feedback-controlling a transient state of an engagement hydraulic pressure to be supplied to and discharged from a coupling device so that a shift transient state satisfies a predetermined condition. Manual shift mode detecting means for detecting that the mode is selected, and feedback control prohibiting means for prohibiting the feedback control of the transient state of the engaging hydraulic pressure when it is detected that the manual shift mode is selected. A shift control device for an automatic transmission, comprising: 2. A shift mechanism for selecting a manual shift mode for instructing a shift by an upshift signal or a downshift signal based on a manual operation and an automatic shift mode for outputting a shift signal based on a running state, and a friction mechanism during a shift. A shift control device for an automatic transmission, comprising: a transient hydraulic pressure control means for feedback-controlling a transient state of an engagement hydraulic pressure supplied to and discharged from a coupling device so that a shift process state satisfies a predetermined condition. Manual shift mode detection means for detecting that the shift mode is selected, and when the manual shift mode is detected, the above conditions are set so that the shift time becomes shorter than the automatic shift mode. A shift control device for an automatic transmission, comprising: changing condition changing means.