JPH06346959A - Speed change controller of vehicular automatic transmission - Google Patents

Abstract

PURPOSE:To obtain a speed change controller of an automatic transmission wherein any speed change shock is not generated by prohibiting the speed change into the other gear stage until the speed change of one side gear stage is finished in a speed change process for forming either one of a first gear stage or a second gear stage. CONSTITUTION:The speed change into a third stage from a second stage is prohibited by a speed changing electronic controller corresponding to a speed change control means during the speed change into the second stage from a first stage and also after the inertia phase is started, and the prohibition of the speed change into the third stage from the second stage is released after the second gear stage is achieved, thereby the speed change is output to the third gear stage after the formation of the second gear stage. Accordingly, the pressure governing operation of a 2-3 timing valve 98 is started during the pressure governing operation of a B3 control valve 92, so as not to be switched into the timing valve 98, thereby the discontinuous fluctuation of oil pressure during the release or the engagement of the brake B3 is suitably restrained, and the speed change shock caused by the fluctuation is suitably eliminated.

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 for a vehicle.

[0002]

2. Description of the Related Art A first gear stage is established on the basis of engagement of a first hydraulic friction engagement device, and a second gear stage is established on release of the first hydraulic friction engagement device. In a vehicular automatic transmission of the type in which the above condition is established, a first pressure regulating valve for regulating the hydraulic pressure during the engagement period of the first hydraulic friction engagement device and a first hydraulic friction engagement device A second pressure regulating valve which regulates the hydraulic pressure during the disengagement period, and regulates the hydraulic pressure during the engagement period of the first hydraulic friction engagement device by the first pressure regulating valve when establishing the first gear. There is known a shift control device of a type in which the second hydraulic pressure regulating valve regulates the hydraulic pressure when the first hydraulic friction engagement device is disengaged when the second hydraulic pressure is established. For example, it is the one described in the specification of Japanese Patent Application No. 3-344124.

According to the shift control device as described above, the first
The so-called clutch-to-clutch shift, in which the disengagement period of the hydraulic friction engagement device and the engagement period of the second hydraulic friction engagement device overlap, causes a shift shock due to engine blowing up or automatic transmission locking. It can be done without causing it.

[0004]

By the way, in the above-described shift control device, one of the first gear stage and the second gear stage is changed by the multiple shift that makes a shift determination within an extremely short time. In the shifting process to be established, a shift determination for shifting to the other gear stage, that is, a multiple shift may be performed. In such a case, while the pressure regulating operation of one of the first pressure regulating valve and the second pressure regulating valve is started and switched to the other pressure regulating operation, the first hydraulic friction engagement device The hydraulic pressure during the disengagement period or the engagement period fluctuates discontinuously, which causes a shift shock.

The present invention has been made in view of the above circumstances, and an object of the present invention is to provide a gear stage in which one of the first gear stage and the second gear stage is established and the other gear stage is established. Even if the shift judgment to shift to
An object of the present invention is to provide a shift control device for an automatic transmission in which shift shock does not occur.

[0006]

The gist of the present invention for achieving the above object is to establish a first gear stage based on engagement of a first hydraulic friction engagement device,
In a vehicular automatic transmission of the type in which a second gear is established based on the release of the first hydraulic friction engagement device, the hydraulic pressure during the engagement period of the first hydraulic friction engagement device is adjusted. A shift control device of the type including a first pressure regulating valve for pressurizing and a second pressure regulating valve for regulating hydraulic pressure during a release period of the first hydraulic friction engagement device, wherein the first gear stage and In the shift process for establishing one of the second gears, the shift to the other gear is prohibited until the shift of the one gear is completed, so that the other gear is established after the one gear is established. A gear shift control means for performing gear shift output to the gear is included.

[0007]

With this arrangement, the gear shift control means allows the first
In the shifting process for establishing one of the second gear and the second gear, the shifting to the other gear is prohibited until the shift of the one gear is completed, and the one gear is established. After that, the shift output to the other gear is performed.

[0008]

Therefore, while the pressure regulating operation of one of the first pressure regulating valve and the second pressure regulating valve is not started and switched to the other pressure regulating operation, the first hydraulic friction member is not operated. The shift shock caused by the discontinuous fluctuation of the hydraulic pressure during the disengagement period or the engagement period of the coupling device is preferably eliminated.

[0009]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of the present invention will be described in detail below with reference to the drawings.

FIG. 1 is a skeleton diagram showing an example of an automatic transmission for a vehicle which is shift-controlled by a shift control device according to an embodiment of the present invention. In the figure, the output of the engine 10 is input to the automatic transmission 14 via the torque converter 12,
It is adapted to be transmitted to the drive wheels via a differential gear unit and an axle not shown.

The torque converter 12 is the engine 1
0 pump impeller 18 connected to crankshaft 16
A turbine runner 22 connected to the input shaft 20 of the automatic transmission 14, a lock-up clutch 24 that directly connects the pump impeller 18 and the turbine runner 22, and a one-way clutch 26 prevent rotation in one direction. And a stator 28 that is installed.

The automatic transmission 14 includes a first transmission 30 for switching between high and low gears, and a second transmission 32 for switching between reverse gear and four forward gears. The first transmission 30 includes an HL planetary gear device 34 including a sun gear So, a ring gear Ro, and a planetary gear Po rotatably supported by the carrier Ko and meshed with the sun gear So and the ring gear Ro, a sun gear So and a carrier. It includes a clutch Co and a one-way clutch Fo provided between Ko and a brake Bo provided between the sun gear So and the housing 41.

The second transmission 32 is a first planetary gear unit 36 comprising a sun gear S1, a ring gear R1, and a planetary gear P1 rotatably supported by the carrier K1 and meshed with the sun gear S1 and the ring gear R1.
, Sun gear S2, ring gear R2, and carrier K
2 and a second planetary gear unit 38, which is rotatably supported by the sun gear S2 and a ring gear R2 and is meshed with the sun gear S2 and the ring gear R2, and the sun gear S3, the ring gear R3, and the carrier K3 are rotatably supported by the sun gear S2. S3 and a third planetary gear set 40 including a planet gear P3 meshed with the ring gear R3.

The sun gear S1 and the sun gear S2 are integrally connected to each other, the ring gear R1, the carrier K2 and the carrier K3 are integrally connected, and the carrier K3 is connected to the output shaft 42. The ring gear R2 is integrally connected to the sun gear S3. A clutch C1 is provided between the ring gear R2 and the sun gear S3 and the intermediate shaft 44, and the sun gear S1 and the sun gear S are provided.
A clutch C2 is provided between the shaft 2 and the intermediate shaft 44. In addition, a band-type brake B1 for stopping the rotation of the sun gear S1 and the sun gear S2 is provided on the housing 41.
It is provided in. A one-way clutch F1 is provided between the sun gear S1 and the sun gear S2 and the housing 41.
And the brake B2 are provided in series. The one-way clutch F1 is configured to be engaged when the sun gear S1 and the sun gear S2 try to rotate in the opposite direction to the input shaft 20.

A brake B3 is provided between the carrier K1 and the housing 41, and a brake B4 and a one-way clutch F2 are provided in parallel between the ring gear R3 and the housing 41. This one-way clutch F
2 is configured to be engaged when the ring gear R3 tries to rotate in the reverse direction.

In the automatic transmission 14 configured as described above, for example, according to the operation table shown in FIG. 2, the reverse first gear and the forward five gears are switched. In FIG. 2, the ◯ mark indicates the engaged state, and the X mark indicates the released state. As is clear from FIG. 2, the brake B3 is engaged during a shift for switching from the first speed gear to the second speed and at the time of shifting for switching from the second speed to the third speed. The brake B2 is disengaged, and is engaged during the gear shift to switch from the second gear to the third gear. When shifting from the second gear to the third gear, a so-called clutch-to-clutch shift is performed in which the release period of the brake B3 and the engagement period of the brake B2 overlap each other.

As shown in FIG. 3, the intake pipe of the engine 10 of the vehicle has a first throttle valve 52 and a throttle actuator 54 operated by an accelerator pedal 50.
And a second throttle valve 56 operated by. Further, an engine rotation speed sensor 58 that detects the rotation speed of the engine 10, an intake air amount sensor 60 that detects the intake air amount of the engine 10, an intake air temperature sensor 62 that detects the temperature of the intake air, the first throttle valve 5 described above.
The throttle sensor 64 for detecting the opening degree θth of 2 and the vehicle speed sensor 6 for detecting the vehicle speed V from the rotational speed of the output shaft 42 and the like.
6, a cooling water temperature sensor 68 for detecting the cooling water temperature of the engine 10, a brake switch 7 for detecting the operation of the brake
0, an operation position sensor 74 for detecting the operation position of the shift lever 72, etc. are provided.
Engine speed Ne, intake air amount Q, intake air temperature T
Signals representing Ha, the opening degree θth of the first throttle valve θ, the vehicle speed V, the engine cooling water temperature THw, the brake operating state BK, and the operation position Psh of the shift lever 72 are sent to the engine electronic control unit 76 and the shift electronic control unit 78. It is being supplied. Further, a signal representing the turbine rotation speed N _T is supplied from the turbine rotation sensor 75, which detects the rotation of the turbine runner 22 that is the rotation speed of the input shaft of the automatic transmission 14, to the electronic shift control device 78.

Further, as shown in FIG. 4, the shift lever 72 is operated to the P range, the R range, the N range, the D range, the 4 range, the 3 range, the 2 range, and the L range located in the front-rear direction of the vehicle. At the same time, the support mechanism is configured such that the range between the D range and the 4 range and the range between the 2 range and the L range are operated in the left-right direction of the vehicle.

The engine electronic control unit 76 includes a CPU,
A so-called microcomputer having a RAM, a ROM, and an input / output interface, the CPU processes an input signal according to a program stored in the ROM in advance while utilizing a temporary storage function of the RAM, and executes various engine controls. For example, the fuel injection valve 80 is controlled to control the fuel injection amount, the igniter 82 is controlled to control the ignition timing, the bypass valve (not shown) is controlled to control the idle speed, and the throttle actuator is controlled to control the traction. The second throttle valve 56 is controlled by 54.

The electronic shift control device 78 is also a microcomputer similar to that described above, and the CPU uses the temporary storage function of the RAM while processing the input signal in accordance with the program stored in the ROM in advance, and the hydraulic control circuit 84. Each solenoid valve or linear solenoid valve is driven. For example,
The electronic control unit 78 for shifting uses the linear solenoid valve SLT to generate the throttle pressure Pth having a magnitude corresponding to the opening degree θth of the first throttle valve 52, and the linear solenoid valve SLN to control the accumulator back pressure. , The linear solenoid valve SLU is driven to control the slip amount of the lockup clutch 24 and the shift of the clutch-to-clutch. In addition, the electronic shift control device 78 determines the actual throttle valve opening θth from the previously stored shift diagram.
And the engagement state of the lock-up clutch 24 and the gear stage of the automatic transmission 14 are determined based on the vehicle speed V and the solenoid valve S so that the determined gear stage and engagement state are obtained.
1, S2, S3 are driven, and the solenoid valve S4 is driven when engine braking is generated.

5 and 6 show the hydraulic control circuit 84.
The main part of is shown. 1-2 shift valves 88 and 2 shown
The -3 shift valve 90 is based on the output pressures of the solenoid valves S1 and S2, when shifting from the first gear to the second gear and when shifting from the second gear to the third gear. In the above, the switching valves are switched respectively, and the numerical value indicating the switching position indicates the gear position. The forward range pressure P _D is a pressure generated from a manual valve (not shown) when the shift lever 72 is operated to the forward range (D, 4, 3, 2, L), and is controlled by a regulator valve (not shown). The line pressure P _L, which is adjusted to a high level according to the opening, is used as the source pressure.

When a shift output for switching from the first gear to the second gear is output, the forward range pressure P
_D is supplied to the brakes B3 and B3 accumulator 94 through the 1-2 shift valve 88, the 2-3 shift valve 90, the oil passage L01, the B3 control valve 92, and the oil passage L02. Further, when the shift output for switching from the second gear to the third gear is output, the forward range pressure P _D becomes 2-
At the same time as being supplied to the brakes B2 and B2 accumulators 100 via the 3-shift valve 90 and the oil passages L03, the hydraulic oil in the brakes B3 and B3 accumulators 94 is the oil passages L02, the B3 control valve 92, and the oil passages L0.
A pressure-controlled drain is provided via the 1, 2-3 shift valve 90, the return oil passage L04, and the 2-3 timing valve 98, and a rapid drain is provided via the branch oil passage L05 branching from the return oil passage L04 and the B2 orifice control valve 96. It is supposed to be done.

In the back pressure chambers 94 _B and 100 _B of the B3 accumulator 94 and B2 accumulator 100, the accumulator back pressure P _ACC based on the output pressure P _SLT of the linear solenoid valve _SLT and the output pressure P _SLN of the linear solenoid valve SLN. An accumulator back pressure P _ACC from an accumulator back pressure control valve (not shown) for generating the is supplied at each shift.

The B3 control valve 92 is connected to the oil passage L0.
1 and the oil passage L02 for opening and closing the spool valve element 104
And the spring 106 and the plunger 108 which is provided concentrically with the spool valve element 104 with the spring 106 interposed therebetween and has a larger diameter than the spool valve element 104, and the 2-3 shift valve 90 moves to the third speed side. The oil chamber 110 that receives the forward range pressure P _D that is output from it when switched, and the oil chamber 112 that is provided at the shaft end of the plunger 108 and that receives the output pressure P _SLU of the linear solenoid valve SLU. It has and. Therefore, B3
The control valve 92, during the process of establishing the second gear,
The spool 104 is positioned in the open position shown on the left side of the center line performs fast fill to its initial according to the output pressure P _SLU of the linear solenoid valve SLU, then the hydraulic oil from the oil passage L01 to the oil passage L02 By supplying or hydraulic oil in the oil passage L02 flowing out to the drain oil passage L06, the rising of the engagement pressure P _B3 in the brake B3 is adjusted based on the output pressure P _SLU from the mathematical expression 1. Further, the B3 control valve 92 shows the spool valve element 104 on the left side of the center line in accordance with the forward range pressure P _D supplied from the 2-3 shift valve 90 to the oil chamber 110 in the third and higher gear stages. Lock in open position. This is B3
Since the oil chamber 112 of the control valve 92 and the oil chamber 138 of the 2-3 timing valve 98 are connected, the second →
In the 3-speed state, the oil chamber 112 of the B3 control valve 92
This is to prevent the change in the volume of No. 3 from affecting the pressure adjusting operation by the 2-3 timing valve 98. In the formula 1, S ₁ and S ₂ are the plunger 10
8 and the spool valve element 104. In the present embodiment, the coefficient S ₁ / S _{2 on the} right side is 1.44, for example.

[0025]

[ _Equation 1] P _B3 = P _SLN · S ₁ / S ₂

The B2 orifice control valve 96 includes brakes B2 and B2 accumulator 100 and an oil passage L0.
3 at the same time as opening and closing between the drain oil passage L06 and the drain port 113, a spring 116 for biasing the spool valve 114 toward the first drain position, and a spool valve 114 And an oil chamber 120 which is provided at the shaft end of the third solenoid valve S3 and receives the output pressure P _S3 of the third solenoid valve S3 through the 3-4 shift valve 118. As a result, the third solenoid valve S3 is used when shifting from 3 to 2
Is turned on and its output pressure P _S3 is no longer supplied to the oil chamber 120, so that the spool valve element 114 opens the brake B2 and B2 accumulator 100 and the oil passage L03, and the brake B2 and B2 accumulator is opened. A fast drain operation for promptly discharging the hydraulic oil from 100 is performed. Further, in the 1 → 2 shift, the third solenoid valve S3 is turned off and its output pressure P _S3 is supplied to the oil chamber 120, and then discharged by the pressure adjusting operation of the B3 control valve 92. Between the discharge oil passage L06 for discharging the hydraulic oil and the drain port 113 is opened to allow the pressure adjusting operation of the B3 control valve 92, but when the 1 → 2 shift is completed, the third solenoid valve S
3 is turned on and the drain oil passage L06 and drain port 1
The pressure regulating operation of the B3 control valve 92 is stopped by closing the gap between the valve 13 and the valve 13.

The 2-3 timing valve 98 is involved in shifting from the second gear to the third gear, and regulates the release pressure from the brake B3 from the linear solenoid valve SLU according to the output pressure P _SLU. Function as. That is, 2-
In the 3 timing valve 98, the forward range pressure P _D output from the 2-3 shift valve 90 when the 2 → 3 shift is output is the 3-4 shift valve 118 and the solenoid relay valve 122.
Brake B3 by connecting the supply port 124, the drain port 126, and the oil passage L04 to the supply port 124 or the drain port 126.
Valve 128 for adjusting the pressure P _B3 during the drain period
And a first valve provided concentrically with the spool valve element 128 via the spring 130 and having the same diameter as the spool valve element 128.
Plunger 132 and spool valve 128 are provided concentrically with each other and abuttable at one end thereof.
The second plunger 134 having a diameter larger than 28 and the spring 130 are accommodated, and the forward range pressure P _D output from the 2-3 shift valve 90 when the 2-3 shift valve 90 is switched to the second speed side is supplied to the oil passage L08. And an oil chamber 136 which is provided at the shaft end of the first plunger 132 and receives the output pressure P _SLU from the linear solenoid valve SLU.
And an oil chamber 140 that is provided at the shaft end of the second plunger 134 and receives the hydraulic pressure P _B2 in the brake B2, and a feedback oil chamber 142 that receives the feedback pressure.

Therefore, the sectional area of the spool valve element 128 and the first plunger 132 is S ₃ , and the spool valve element 12 is
8, the cross-sectional area of the land on the second plunger 134 side is S ₄ ,
If the sectional area of the second plunger 134 is S ₅ , 2 → 3
Brake B in the releasing process in the state where the shift output is output
The pressure P _B3 of No. 3 decreases according to the increase of the engagement pressure P _B2 of the brake B2 from the mathematical expression 2 by the pressure adjustment operation by the 2-3 timing valve 98, and the output pressure P of the linear solenoid valve SLU.
_The pressure is adjusted to increase according to _SLU . In the present embodiment, the coefficient S ₃ / (S ₃ −S ₄ ) of the first term on the right side is 2.05, and the coefficient S ₅ / (S ₃ − of the second term on the right side is, for example.
S ₄ ) is 3.74, for example.

[0029]

[ _Formula 2] P _B3 = P _SLU · S ₃ / (S ₃ −S ₄ ) −P _B2 ·
_{S 5 / (S 3 -S 4} )

Further, when the forward range pressure P _D output from the 2-3 shift valve 90 switched to the second speed side is supplied to the oil chamber 136, the 2-3 timing valve 98 sends the spool valve to the spool valve. The child 128 is adapted to be locked. This is also the oil chamber 138 and B of the 2-3 timing valve 98.
Since the oil chamber 112 of the No. 3 control valve 92 is connected, the volume change of the oil chamber 138 of the 2-3 timing valve 98 is prevented in the state of the first speed and the second speed to prevent the B3 control valve 92 from changing in volume. This is to prevent the pressure regulating operation from being affected.

[0031] C0 exhaust valve 150, the output pressure P _S4 of the third but brought into the closed position in accordance with the hydraulic pressure in the output pressure P _S3 and the oil passage L01 of the solenoid valve S3, the fourth solenoid valve S4
According to the second speed, the line pressure P _L supplied via the spool valve element 152, which is not shown, when the 4-5 shift valve (not shown) is in the switching state of the fourth speed or lower. And the clutch C when not in the 5th speed
0 and C0 accumulator 154.

In the shift control device configured as described above, for example, as shown in FIG. 7, during the shift to the second gear after the 1 → 2 shift output is output, that is, the brake B3 is engaged. If the multiple shift is performed before the completion of the 2 → 3 shift determination and the shift output to the third gear is simultaneously issued, the 2-3 shift valve 90 shifts from the second speed side to the second shift side. Switched to the 3rd speed side. For this reason,
The forward range pressure P _D from the 2-3 shift valve 90 is supplied to the oil chamber 110 of the B3 control valve 92 to lock its spool valve element 104 in the open position, while at the same time, the 2-3 shift valve 90. The oil passages L01 and L04 are connected via the oil passage, and the hydraulic oil in the oil chamber 136 of the 2-3 timing valve 98 is discharged through the 2-3 shift valve 90 to adjust the pressure of the 2-3 timing valve 98. The operation is started.

However, there are differences in the sliding resistance of the spool valve element 104 of the B3 control valve 92 and the spool valve element 128 of the 2-3 timing valve 98, and the oil passage characteristics of each oil passage.
When the switching of the spool valve 104 of the B3 control valve 92 to the lock side at the time of the above switching is performed slightly earlier than the pressure adjustment start of the spool valve 128 of the 2-3 timing valve 98, 2-3 is performed. Timing valve 98
The forward range pressure P _D of the supply port 124 of the brake B3
As a result, the surge pressure is generated in the brake B3 as shown by the broken line in FIG. 7, and a shift shock is generated due to the surge pressure. Such a shift shock is caused by the pressure P _{B3 of the} brake B3 changing discontinuously, and the B3 control valve 92
If the pressure regulation characteristics of the timing valve 98 and the 2-3 timing valve 98 are different from each other as described above, they occur regardless of the presence or absence of the lock mechanism.

FIG. 8 is a flow chart for explaining the main part of the gear shifting operation by the gear shifting electronic control unit 78 so that the gear shifting shock is not generated even in the above-described multiple gear shifting. In step SS1 in the figure, whether or not the gear shift from the first gear to the second gear is being performed, in other words, the 1 → 2 gear output is output, and then the engagement of the brake B3 is completed. Whether or not it is a section until the second gear is established is a preset reference time or a linear solenoid valve SL.
Judgment is made based on U drive signal.

When the determination at step SS1 is affirmative, it is determined at step SS2 whether the content of the flag F is "1". The flag F indicates that when the content is "1", the 2 → 3 shift determination is performed before the inertia phase starts during the 1 → 2 shift. Since the content of the flag F is initially cleared to "0", the determination in step SS2 is negative, so in the following step SS3 it is determined whether or not the inertia phase has started during the 1 → 2 shift.
The start of the inertia phase is a point in time when the generation of the inertia torque of the engine 10 is started because the gear ratio γ of the automatic transmission 14 is about to decrease due to the engagement of the brake B3 for establishing the second gear. Usually, it is detected by the start of the decrease of the engine rotation speed N _e or the turbine rotation speed N _T.

When the time from the 1 → 2 shift output is relatively long, the determination at step SS3 is negative, so that the 2 → 3 shift is prohibited at step SS4, and then this routine ends. To be made. The prohibition of the 2 → 3 shift includes prohibiting the shift output to the first speed, the third speed, the fourth speed, and the fifth speed, and prohibits the shift output other than the second speed shift. By doing so, even if there is a 2 → 3 shift determination after the start of the inertia phase, it is intended to once complete the engagement of the brake B3 and achieve the second gear. When the 1 → 2 shift is completed while the above steps are repeatedly executed, step S
Since the determination in S1 is denied, the contents of the flag F are cleared to "0" in step SS12, and then step SS
At 13, it is determined whether the 1-> 3 shift is being performed.
If the inertia phase has started, step SS10 described later.
Since 1 → 3 shift is not performed by the above, the above step SS
The judgment of 13 is denied, and in step SS14, 2 →
The prohibition of 3-shift is released. Therefore, after the inertia phase is started during the 1 → 2 shift, step SS4
2 → 3 shift is prohibited by the
Although it is not executed even if there is a shift determination, the prohibition of the 2 → 3 shift is released in step SS14 after the second gear is achieved. Therefore, according to the 2 → 3 shift determination,
After the second gear is achieved by a step (not shown), 2 →
Three-speed output is performed and the third speed is achieved. If it is detected by a step (not shown) that the 2 → 3 shift is judged in the prohibited section of the 2 → 3 shift, the step 2 → 3 is immediately executed by the step not shown executed after the end of the prohibited section. Shift output is performed.

However, immediately after the 1 → 2 shift output, the determination at step SS3 is affirmative, so step SS5
In step 1, it is determined whether or not the 2 → 3 shift determination during the 1 → 2 shift is performed, in other words, whether the multiple shift determination is performed. If the determination in step SS5 is negative, this routine is ended. However, if the determination in step SS5 is affirmative, it means that the multiple shift determination has been performed, so the content of the flag F is set to "1" in step SS6, and the content of the timer counter T in step SS7. At the same time as is cleared, the counting is started, and the clutch C1 is engaged in place of the shift output for establishing the first speed gear in step SS8, that is, the shift output for engaging the brake B3 that has been issued until then. A gear shift output is issued to activate and release the brake B3. When the shift output for establishing the first speed gear is output, the oil passage L01 communicating with the brake B3 passes through the 1-2 shift valve 88 and the 2-3 shift valve 90. Drain port 86
And the brake B3 is released. In step SS8, the output pressure P _SLU of the linear solenoid valve _SLU is set to zero or the output pressure P S3 of the third solenoid valve S3 is set.
_The output of _S3 prevents the hydraulic fluid from being supplied to the brake B3.

In the next control cycle, step SS
Since the determination in step SS2 subsequent to 1 is affirmative, it is determined in step SS9 whether or not the content of the timer counter T is equal to or greater than the preset determination reference value T ₀ . This judgment reference value T ₀ is preset so as to correspond sufficiently to the time when the release of the brake B3 is completed. If the determination in step SS9 is negative, steps SS8 and onward are executed again to continue the release of the brake B3.

While the above steps are repeatedly executed, if the determination at step SS9 is affirmative, it means that the release of the brake B3 has been completed.
10, the shift output for engaging the brake B2 in order to establish the third speed gear, that is, the 1 → 3 shift output is output, and the 1-2 shift valve 88 and the 2-3 shift valve 90 are output.
Can be switched. As a result, the forward range pressure P _D is supplied to the brakes B2 and B2 accumulator 100 through the oil passage L03. Then, in step SS11, the 1 → 2 shift output is terminated, and the content of the flag F is cleared to “0”, and then this routine is terminated. As a result, the brake B2 is engaged and the third gear is achieved.

When the 1 → 2 shift output is completed in step SS11, the determination in step SS1 in the subsequent control cycle is denied, so step SS1
After the content of the flag F is cleared to "0" in 2, it is determined in step SS13 whether the 1 → 3 shift is being performed. At the beginning of execution of step SS10, the determination at step SS13 is affirmative, so steps SS10 and thereafter are executed again. However, when the engagement of the brake B2 is completed and the 1 → 3 shift is completed, the determination in step SS13 is negative, so that the 2 → 3 shift prohibited in step SS4 is released in step SS14. .

As described above, according to the present embodiment, the electronic shift control device 78 corresponding to the gear shift control means, in other words, step SS4, the shift is 1 → 2, and the shift is 2 after the inertia phase starts. → After the 3rd gear shift is prohibited and the 2nd speed gear is achieved, 2 → 3 is performed in step SS14.
Since the prohibition of the shift is released, the shift output to the third speed is performed after the second speed is established. Therefore, the pressure adjusting operation of the 2-3 timing valve 98 is not started and switched to the pressure adjusting operation of the B3 control valve 92 during the pressure adjusting operation. Therefore, as shown by the solid line in FIG. Discontinuous fluctuations in hydraulic pressure during the combined period are preferably suppressed, and shift shocks resulting from the fluctuations are preferably eliminated.

Although one embodiment of the present invention has been described in detail with reference to the drawings, the present invention can be implemented in other modes.

For example, the automatic transmission 14 of the above-described embodiment.
In the above, the second speed gear stage and the third speed gear stage are configured to be achieved based on the engagement and release of the brake B3, but the second speed gear stage and the third speed gear stage are achieved based on the engagement and release of another friction engagement device. It may be configured such that each of the two gear stages is achieved.

Further, in the above-described embodiment, after the operation of adjusting the engagement start pressure of the brake B3 by the B3 control valve 92 is completed, the operation of adjusting the drain pressure of the brake B3 by the 2-3 timing valve 98 is performed. It was configured to start, but the reverse is okay. That is, 3 → 2
The present invention can be applied even when the 2 → 1 shift determination is made during execution of the shift.

Further, in the above-mentioned flowchart of FIG. 8, there is no problem even if steps are added or the contents of the steps are changed within the range where the same control function is achieved.

Although not illustrated one by one, the present invention can be implemented in various modified and improved modes based on the knowledge of those skilled in the art.

[Brief description of drawings]

FIG. 1 is a skeleton diagram illustrating a configuration of an automatic transmission for a vehicle in which a gear stage is controlled by a shift control device according to an embodiment of the present invention.

FIG. 2 is a table showing a relationship between a combination of operations of a plurality of friction engagement devices and gear stages established by the combination in the automatic transmission of FIG.

3 is a block diagram including a hydraulic control circuit and an electric control circuit for controlling the automatic transmission of FIG.

FIG. 4 is a diagram illustrating an operating position of a shift lever of FIG.

5 is a diagram illustrating a main part of the hydraulic control circuit of FIG.

FIG. 6 is a diagram illustrating a main part of the hydraulic control circuit of FIG.

FIG. 7 is a time chart explaining the operation obtained by the control of FIG.

FIG. 8 is a flowchart illustrating a main part of an operation of the electronic shift control device of FIG.

[Explanation of symbols]

 14: automatic transmission 78: electronic control device for shifting (shift control means) 92: B3 control valve (first pressure regulating valve) 98: 2-3 timing valve (second pressure regulating valve) B2: brake (second) Hydraulic friction engagement device) B3: Brake (first hydraulic friction engagement device) Step SS5: Multiple shift detection means

Claims (2)

[Claims] 1. A first gear stage is established based on engagement of a first hydraulic friction engagement device, and a second gear stage is established based on release of the first hydraulic friction engagement device. In a vehicular automatic transmission of the type in which the above condition is established, a first pressure regulating valve for regulating the hydraulic pressure during the engagement period of the first hydraulic friction engagement device and a first hydraulic friction engagement device A shift control device of the type including a second pressure regulating valve that regulates the hydraulic pressure during a release period, wherein the one gear is used in a shifting process in which one of the first gear stage and the second gear stage is established. A gear shift control means for prohibiting gear shift to the other gear until the gear shift is completed so that gear shift output is performed to the other gear after the one gear is established. A shift control device for an automatic transmission for a vehicle, comprising: 2. A multiple shift detection means for detecting that a shift determination for shifting to the second gear is made in a shifting process for establishing the first gear, the shift control means comprising: When it is detected by the multiple gear shift detecting means that the gear shift determination to shift to the second gear is made in the shift process for establishing the first gear, the shift to the second gear is performed. If the judgment is before the start of the inertia phase, the shift output to the second gear is performed after the hydraulic oil of the first hydraulic friction engagement device is once discharged. 1. A shift control device for a vehicle automatic transmission according to item 1.