JPH06346962A - Speed change controller of vehicular automatic transmission - Google Patents

Abstract

PURPOSE:To prevent generation of blow-up of an engine even if speed change judgement that a speed change stage is changed into a second gear stage in the speed change process for establishing a first gear stage by providing a speed change control means for carrying out the clutch-to-clutch speed change after filling operating oil into an accumulator. CONSTITUTION:When the speed change output into the second gear stage from the first gear stage is output, the forward range pressure PD is supplied into an accumulator 94, and a brake B3 is engaged. When the speed change output into the third gear stage from the second gear stage is output, the forward range pressure PD is supplied into an accumulator 100, and a brake B2 is engaged. Simultaneously, operating oil of the brake B3 and the B3 accumulator 94 is drained, so as to release the brake B3. When the judgement of the speed change into the third gear stage is performed in the way of the formation of the second gear stage, operating oil is filled into the B3 accumulator 94, and then the pressure governing drain action by a 2-3 timing valve 98 is started.

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 The first gear stage is established by the engagement of a first hydraulic friction engagement device, and the first hydraulic friction engagement device is released and the second hydraulic friction engagement device is released. In a vehicle automatic transmission of the type in which the second gear stage is established by the engagement of the first gear, an accumulator that alleviates the rise of the engagement pressure of the first hydraulic friction engagement device, and the second gear. When the step is established, the hydraulic pressure when the first hydraulic friction engagement device is released is set to the engagement pressure of the second hydraulic friction engagement device by using the hydraulic oil in the accumulator as a hydraulic source. A shift control device including a drain pressure regulating valve that regulates a pressure according to rising is known. For example, Japanese Patent Application No. 3-34
That is what is described in the specification of 4124.

According to the shift control device as described above, the first
The so-called clutch-to-clutch shift in which the disengagement of the hydraulic friction engagement device and the engagement of the second hydraulic friction engagement device are performed at the same time causes a shift shock due to the engine rising or the automatic transmission being locked. Can be done without.

[0004]

By the way, in the above-described shift control device, the second shift is performed in the shift process for establishing the first gear stage by the multiple shift in which the shift determination is performed within an extremely short time. When the shift determination for shifting to the first gear is performed, the accumulator communicating with the first hydraulic friction engagement device is filled with hydraulic oil before the first hydraulic friction engagement device. Since the clutch-to-clutch shift is executed in which the disengagement and the engagement of the second hydraulic friction engagement device are started, the hydraulic pressure source for adjusting the release pressure of the first hydraulic friction engagement device is used. Since the amount of hydraulic oil in a certain accumulator is insufficient and the pressure regulating period by the drain pressure regulating valve cannot be sufficiently obtained, there is a problem that the engine is blown up by the early release of the first hydraulic friction engagement device. there were

The present invention has been made in view of the above circumstances, and it is an object of the present invention to determine whether to shift to the second gear in the shifting process for establishing the first gear. An object of the present invention is to provide a shift control device for an automatic transmission that does not cause the engine to blow up even if it is performed.

[0006]

The gist of the present invention for achieving the above-mentioned object is that the first hydraulic friction engagement device is engaged by engagement as shown in the claim correspondence diagram of FIG. A first automatic gear for a vehicle in which a first gear stage is established, and a second gear stage is established by releasing the first hydraulic friction engagement device and engaging the second hydraulic friction engagement device. The transmission is provided with an accumulator for relaxing the rise of the engagement pressure of the first hydraulic friction engagement device, and when shifting from the first gear to the second gear, the first hydraulic While discharging the hydraulic oil of the friction engagement device and the accumulator, while supplying the hydraulic oil to the second hydraulic friction engagement device at the same time, the hydraulic oil in the accumulator is used as a hydraulic source of the first hydraulic friction engagement device. The hydraulic pressure at release,
A gear change control device of a type that adjusts pressure according to rising of an engagement pressure of a second hydraulic friction engagement device, comprising: (a) the second gear in a gear change process for establishing the first gear stage. Multiple shift detecting means for detecting that a shift determination for shifting to a gear is made, and (b) establishing the second gear in the shifting process for establishing the first gear by the multiple shift detecting means. When it is detected that a gear shift determination is made, a gear shift control means for performing gear shift output corresponding to the gear shift determination after a delay time until the hydraulic oil is filled in the accumulator is included. Especially.

[0007]

According to this structure, the second shift is established in the shifting process in which the first shift speed is established by the multiple shift detecting means.
When it is detected that the gear shift determination for establishing the gear position is performed, the gear shift control means, after the lapse of the delay time until the hydraulic oil is filled in the accumulator,
A shift output corresponding to the shift determination, that is, a shift output that establishes the second gear is performed.

[0008]

Therefore, after the hydraulic oil is filled in the accumulator communicating with the first hydraulic friction engagement device, the first hydraulic friction engagement device is released and the second hydraulic friction engagement device is released. Since the clutch-to-clutch shift is started in which the engagement of the engagement device is started, the amount of hydraulic oil in the accumulator, which is a hydraulic pressure source for adjusting the release pressure of the first hydraulic friction engagement device, is insufficient. Therefore, the pressure regulation period by the drain pressure regulating valve can be sufficiently obtained, and the inconvenience that the engine is blown up due to the early release of the first hydraulic friction engagement device is suitably 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 of the brake B3 and the engagement of the brake B2 are overlapped with 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.

FIG. 5 shows a main part of the hydraulic control circuit 84. The 1-2 shift valve 88 and the 2-3 shift valve 90 shown in the figure are based on the output pressures of the solenoid valves S1, S2, and S3 when shifting from the first gear to the second gear and at the second gear. It is a switching valve that is switched during the shift from the gear stage to the third speed gear stage, and the numerical value indicating the switching position indicates the gear stage. 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 source pressure is the line pressure that is adjusted high according to the opening. The forward range pressure P _D is 1-2 when the shift output for switching from the first gear to the second gear is output.
Shift valve 88 and 2-3 shift valve 90, oil passage L01,
B3 via B3 control valve 92 and oil passage L02
3 and B3 accumulator 94. Also,
When the shift output for switching from the second gear to the third gear is output, the forward range pressure P _D is equal to the oil passages L03, B.
2 Orifice control valve 96, oil passage L04,
The brake B2 and the B2 accumulator 100 are supplied, and at the same time, the hydraulic oil in the brake B3 is drained through the 2-3 shift valve 90, the return oil passage L05, and the 2-3 timing valve 98.

The accum back pressure control valve 102 is composed of the output pressure P _SLT of the linear solenoid valve _SLT and the linear solenoid valve SLN.
Based on the output pressure P _SLN caused the accumulator back pressure P _ACC, during each shift, the back pressure chamber 1 in the back pressure chamber 94 _B and B2 accumulator 100 of the B3 accumulator 94
00 is supplied to the _B. The B3 accumulator 94 comprises a variable chamber 94 _K and the back pressure chamber 94 _B which is formed by the piston 94 _P, and a spring 94 _S1 and 94 _S2 for assisting the piston 94 _P. Further, the B2 accumulator 100 includes a variable chamber 100 _K formed by a piston 100 _P and a back pressure chamber 100 _B, and springs 100 _S1 and 100 _S2 for assisting the piston 100 _P.
It has and.

The B3 control valve 92 is based on the output pressure P _SLU of the linear solenoid valve SLU, and the spool valve 9 of the spool valve 9 at the time of shifting from the third gear to the second gear.
The 2 _V is locked at the position shown above the center line in the figure, and the first fill operation is performed in which the hydraulic oil is quickly supplied to the brake B3 at the initial stage. Further, the B2 orifice control valve 96 performs a fast fill operation in which the hydraulic oil is quickly supplied to the brake B2 in its initial stage. The B3 control valve 92 and the B2 orifice control valve 96 are the same as those described in the specification of Japanese Patent Application No. 3-344124 and do not directly relate to the main part of the hydraulic control operation of the present embodiment. Detailed description is omitted.

The 2-3 timing valve 98 is involved in shifting from the second gear to the third gear, and controls the release pressure from the brake B3 from the linear solenoid valve SLU according to the output pressure P _SLU. Functions as a pressure valve. That is, the 2-3 timing valve 98 includes the inflow port 104 that communicates with the return oil passage L05, and the drain pressure input port 108 that communicates with the return oil passage L05 via the orifice 106.
Oil path L03 from 2-3 shift valve 90 to brake B2
A supply pressure input port 110 communicating with an orifice 109, an input torque signal port 112 to which an output pressure P _SLU from a linear solenoid valve SLU driven by the electronic shift control device 78 is supplied, and a drain port 114.
And a spool valve element 116 that opens and closes between the inflow port 104 and the drain port 114, and the linear solenoid valve SL.
According to the output pressure P _SLU from U, the plunger 118 is urged in the valve closing direction according to the input torque by coming into contact with the spool valve element 116, and a spring inserted between the spool valve element 116 and the plunger 118. 120
It has and.

The spool valve element 116 has a first land 122 that opens and closes the drain port 114, and a first land 12.
2 has a second land 124 having the same diameter as that of the second land 124 and a third land 126 having a smaller diameter than the second land 124. The second land 124 has a cross-sectional area of A ₂ , and the third land 126 has a cross-sectional area of A 2.
₃ , the cross-sectional area of the plunger 118 is A _P , the oil passage L05
Drain pressure of brake B3 at P _DB3 , oil passage L03
When the supply pressure (engagement pressure) to the brake B2 at P _B2 is P _AB2 , the operation is performed so that Formula 1 is satisfied.

[0026]

[ _Equation 1] A ₃ · P _AB2 + (A ₂ −A ₃ ) · P _DB3 = A _P · P _SLU

Therefore, when shifting from the second gear to the third gear, in the pressure regulating drain section of the brake B3 by the 2-3 timing valve 98, the drain of the brake B3 is calculated according to the equation 2 derived from the equation 1. The pressure P _DB3 is regulated. As is clear from the mathematical formula 2, in the pressure regulating drain section by the 2-3 timing valve 98, the drain pressure P _DB3 of the brake B3 is the output pressure P from the linear solenoid valve SLU.
_Although it is increased according to _SLU , it is decreased according to the supply pressure (engagement pressure) P _AB2 to the brake B2. This 2-
The pressure regulating drain operation by the 3 timing valve 98 is performed by using the hydraulic oil stored in the B3 accumulator 94 as a hydraulic pressure source and consuming it.

[0028]

[ _Equation 2] P _DB3 = (A _P · P _SLU −A ₃ · P _AB2 ) /
(A ₂ -A ₃₎

In the shift control device configured as described above, when the shift output from the first gear stage to the second gear stage is output from the shift electronic control device 78 to the hydraulic control circuit 84, The 1-2 shift valve 88 is switched, the forward range pressure P _D is supplied to the brakes B3 and B3 accumulator 94 via the oil passage L01 and the oil passage L02, and the brake B3 is engaged. At the same time, the accumulator back pressure control valve 102 generates the accumulator back pressure P _ACC which basically corresponds to the input torque of the automatic transmission 14 and is corrected by the feedback value or the learning value during the gear shifting, and the accumulator back pressure control valve 102 of the B3 accumulator 94 is generated. By supplying the back pressure chamber 94 _B and the back pressure chamber 100 _B of the B2 accumulator 100, the brake B3 is smoothly engaged. As a result, when shifting from the first gear to the second gear, the shift shock caused by the engagement of the brake B3 is suppressed.
When the shift to the second gear is completed, the piston 94 _P of the B3 accumulator 94 is pushed up and the variable chamber 94 _K is filled with hydraulic oil.

When the shift output from the second gear stage to the third gear stage is output from the shift electronic control unit 78 to the hydraulic control circuit 84, the 2-3 shift valve 90 is switched to move forward. The range pressure P _D is supplied to the brakes B2 and B2 accumulator 100 via the oil passage L03 and the oil passage L04, and the brake B2 is engaged, and at the same time, the hydraulic oil in the brakes B3 and B3 accumulator 94 is changed to the oil passage L02, L01, 2-3 shift valve 90, return oil passage L0
The brake B3 is released by draining from the drain port 114 through the 5 and 2-3 timing valves 98.

As described above, the accum back pressure control valve 102 generates the accum back pressure P _ACC which basically corresponds to the input torque of the automatic transmission 14 and is corrected by the feedback value or learning value during the gear shift. B3 accumulator 94 back pressure chamber 94 _B and B2 accumulator 100
And the supply to the back pressure chamber 100 _B, the engagement of the brake B2 is started smoothly. On the other hand, the drain pressure of the brake B3 is reduced with the increase of the engagement pressure P _AB2 of the brake B2 by the pressure regulating drain action of the 2-3 timing valve 98, while being driven by the electronic shift control device 78. in pressure control so that the input torque is reduced enough to increase the suppression of the automatic transmission 14 is started in accordance with the output pressure P _SLU from that linear solenoid valve SLU. As a result, the engagement torque of the brake B3 in the overlap section of the engagement between the brake B2 and the brake B3 is controlled to decrease in accordance with the increase of the engagement torque of the brake B2.
Switching between the release of No. 3 and the engagement of the brake B2 is smoothly performed.

The pressure regulating drain control of the brake B3 is B3.
The hydraulic oil stored in the accumulator 94 is used as a hydraulic pressure source. However, when the shift determination to the third speed is made during the establishment of the second speed by the multiple speed shift, B
Since the pressure regulating drain action by the 2-3 timing valve 98 is started before the hydraulic oil is filled in the No. 3 accumulator 94, the amount of the hydraulic oil which is the hydraulic source of the pressure regulating drain action is sufficient in the B3 accumulator 94. Since it is not stored in and the pressure regulation drain section cannot be sufficiently obtained, there is a possibility that the engine 10 is blown up due to the early release of the brake B3.

FIG. 6 is a flow chart for explaining the main part of the operation by the electronic shift control device 78 so as to prevent the engine 10 from being blown up even in the multiple shift. In step SS1 of the figure, after a shift output from the first speed gear stage to the second speed gear stage is output by a predetermined shift determination, in step SS2 a shift determination from the second speed gear stage to the third gear stage is performed. It is determined whether it has been performed. If the determination in step SS2 is negative, this routine is ended. However, if the determination in step SS2 is affirmative, it is determined in step SS3 whether or not the inertia phase has started. 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 .

If the determination in step SS3 is negative, it is preferable to immediately engage the brake B2 before engaging the brake B3.
Immediately in S6, a shift output for establishing the third gear is output, whereby the brake B2 is engaged and the third gear is established. If the determination in step SS3 is positive, step SS4
At, it is determined whether or not the vehicle is in the power-on traveling, that is, the acceleration traveling in which the accelerator pedal is depressed.
If the determination in step SS4 is negative, a shift output for immediately establishing the third speed gear is output in step SS6. This is because the engine will not be blown up in a state other than the power-on running, so it is better to immediately establish the third gear.

However, if the determination in step SS4 is positive, the engagement of the brake B3 has already started,
Moreover, since the vehicle is in the power-on traveling state, step SS5
At, the output pressure P _SLU of the linear solenoid valve SLU is maintained at its maximum value P _SLUmax for a predetermined delay time. As a result, the spool valve 92 of the B3 control valve 92
_{Since V} is locked at a position shown above the center line in the drawing and the oil passages L01 and L02 are fully opened, B3 is set.
Filling of the accumulator 94 with hydraulic oil is promoted.
The predetermined delay time is a period shortened by a predetermined value from the shift period to the second gear, and the hydraulic oil is sufficiently supplied to the B3 accumulator 94 by promoting the hydraulic oil supply to the B3 accumulator 94. Is a value set so that is filled. Then, in the subsequent step SS6, the second
The shift output from the third gear to the third gear is performed.

As described above, according to the present embodiment, the shift determination for establishing the third gear is made in the shifting process for establishing the second gear in step SS2 corresponding to the multiple shift detecting means. Is detected, the 2 → 3 shift output is performed after waiting for a predetermined delay time by executing steps SS5 and SS6 corresponding to the shift control means. Therefore, the B3 accumulator 94
Since the clutch-to-clutch shift from the second gear stage to the third gear stage is executed after the hydraulic oil is filled in the inside, the B3 accumulator which is a hydraulic pressure source for adjusting the release pressure of the brake B3 is executed. The inconvenience that the amount of hydraulic oil in 94 does not become insufficient and the 2-3 timing valve 98 provides a sufficient pressure adjustment period, and the engine 10 is blown up due to the early release of the brake B3 is preferably eliminated. It

Further, according to the present embodiment, step SS5
The output pressure P _SLU of the linear solenoid valve SLU is maintained at its maximum value P _SLUmax for a predetermined time at
In the period shortened by a predetermined value from the shift period to the higher gear, B
Since the third accumulator 94 is sufficiently filled with hydraulic oil, there is an advantage that the time until the establishment of the third speed gear is shortened by the shortened period.

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 embodiment.
Has been configured such that the shift from the second gear to the third gear is a clutch-to-clutch shift, but the present invention is applied even if it is a clutch-to-clutch shift between other gears. Alternatively, the gear train may be different from that shown in FIG.

Further, in the above-mentioned flowchart of FIG. 6, steps may be added or the contents of the steps may be 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 flowchart illustrating a main part of an operation of the electronic shift control device of FIG.

FIG. 7 is a diagram corresponding to the claims of the present invention.

[Explanation of symbols]

 14: Automatic transmission 94: B3 accumulator (accumulator) 98: 2-3 timing valve (drain pressure regulating valve) B2: brake (second hydraulic friction engagement device) B3: brake (first hydraulic friction engagement) Combined device) Step SS2: Multiple shift detection means Steps SS5 and SS6: Shift control means Step SS5: Supply promotion means

 ─────────────────────────────────────────────────── ─── Continuation of front page (72) Hiromichi Kimura, 1 Toyota Town, Toyota City, Aichi Prefecture, Toyota Motor Corporation (72) Masahiko Ando, 10 Takane, Fujii Town, Aichi Prefecture Aisin AW Incorporated (72) Inventor Akira Fukatsu 10 Takane, Fujii-cho, Anjo City, Aichi Prefecture Aisin AW Co., Ltd. (72) Inventor Yoshihisa Yamamoto 10 Takane, Fujii-cho, Aichi Prefecture Aisin AW Within the corporation

Claims (2)

[Claims] 1. A first gear stage is established by engagement of a first hydraulic friction engagement device, and release of the first hydraulic friction engagement device and second hydraulic friction engagement device. The automatic transmission for a vehicle of the type in which the second gear stage is established by the engagement of the first hydraulic friction engagement device with an accumulator for relaxing the rise of the engagement pressure of the first hydraulic friction engagement device. When shifting from the gear stage to the second gear stage,
Of hydraulic oil of the hydraulic friction engagement device and the accumulator, and at the same time supplying hydraulic oil to the second hydraulic friction engagement device, the hydraulic oil in the accumulator is used as a hydraulic source for the first hydraulic pressure. Hydraulic pressure when releasing the frictional engagement device,
A shift control device of a type that adjusts pressure according to rising of an engagement pressure of the second hydraulic friction engagement device, wherein a shift is made to the second gear stage during a shift process in which the first gear stage is established. And a multiple gear shift detecting means for detecting that a gear shift determination is made, and a gear shift determination for establishing the second gear stage is made in the gear shifting process for establishing the first gear stage by the multiple gear shift detecting means. If it is detected, the shift control means performs a shift output corresponding to the shift determination after a delay time until the hydraulic oil is filled in the accumulator has elapsed. A shift control device for an automatic transmission for a vehicle. 2. In the accumulator, when it is detected by the multiplex shift detecting means that a shift determination for shifting to the second gear is made in the shifting process for establishing the first gear. 2. The fuel cell system further comprises a supply promoting means for promoting the supply of hydraulic oil to the tank.
Shift control device for the automatic transmission of the vehicle.