JPH0794212B2 - Automatic transmission control device - Google Patents

Description

Description: TECHNICAL FIELD The present invention relates to a control device for an automatic transmission that reduces shift shock.

(Prior Art) Generally, as an automatic transmission, a combination of a torque converter and a multistage gear type speed change mechanism having a gear mechanism such as a planetary gear mechanism is widely used. A hydraulic mechanism is usually employed for shift control in such an automatic transmission, and a hydraulic circuit is switched by an electromagnetic switching valve.
As a result, friction elements such as brakes and clutches as fluid actuators associated with the multi-stage gear type speed change mechanism are appropriately operated to switch the transmission system of the engine power to obtain a required shift speed. Then, in order to switch the hydraulic circuit by the solenoid valve switching valve, the electronic control unit detects that the running state of the vehicle exceeds the predetermined shift line, and the electromagnetic switching valve is selectively activated by a signal from this device. It is customary to actuate the gears to switch the hydraulic circuit to change gears.

In such an automatic transmission, a large torque fluctuation occurs in the engine output shaft during a gear shift, which often causes a so-called gear shift shock, which often gives a driver discomfort. Therefore, as shown in JP-A-57-110847,
By adjusting the engine speed by increasing or decreasing the fuel supply at the time of shifting, or by reducing the fuel pressure and decreasing the fuel supply amount at the time of shift-up, as shown in JP-A-56-96129. There is a system in which the output is made small, that is, the peak torque is suppressed to be low to reduce shift shock.

By the way, how long the engine torque is temporarily reduced during shifting is important for effectively preventing shift shock. The setting of this period is determined based on the engine speed (until a predetermined engine speed is reached) in JP-A-57-110847, and is set in advance in JP-A-56-96129. It is for a certain period of time.

However, if the temporary reduction period of the engine torque during gear shifting is set based on the engine speed, the actual gear shift state may occur because the torque converter is interposed between the engine and the automatic transmission. Is not an accurate representation of Further, if the time is simply set as the fixed time, it will not be possible to deal with the difference in the driving state at the time of shifting.

(Object of the Invention) The present invention has been made in consideration of the above circumstances.
It is an object of the present invention to provide an automatic transmission control device capable of more effectively preventing a shift shock by more optimally setting this temporary reduction period in the case of temporarily reducing the engine torque during a gear shift. To aim.

(Structure, Action, and Effect of the Invention) In order to achieve the above object, the present invention has the following structure. That is, as shown in a block diagram in FIG. 1, a speed change gear mechanism that is connected to an engine through a torque converter, a fluid type actuator that performs a speed change operation by switching a power transmission path of the speed change gear mechanism, Electromagnetic means for controlling the supply of the pressure fluid to the fluid type actuator; and a shift control means for outputting a shift signal to the electromagnetic means based on a predetermined shift characteristic according to an operating state of a vehicle, Rotation recognition means for recognizing the rotation speed of the output shaft of the torque converter; and a rotation speed of the output shaft during shifting based on the rotation speed signal from the rotation recognition means at the time of shifting based on the shift signal from the shift control means. And an engine torque control means for temporarily reducing the engine torque in response to the rate of change.

As described above, in the present invention, the engine torque during the gear shift is temporarily reduced in response to the rate of change of the rotational speed of the output shaft of the torque converter, that is, the input shaft of the speed change gear mechanism. . Since the number of revolutions of the output shaft best indicates the gear shift state, the timing for temporarily reducing the engine torque is optimized, and the gear shift shock is more effectively prevented.

(Embodiment) Referring to FIG. 2 showing a cross section of a mechanical portion of an electronically controlled automatic transmission and a hydraulic control circuit, the automatic transmission includes a torque converter 10, a multistage gear transmission mechanism 20, and a torque converter.
Basically, an overdrive planetary gear speed change mechanism 50 is arranged between the multistage gear speed change mechanism 20 and the multi-step gear speed change mechanism 20.

The torque converter 10 includes a pump 11 connected to the engine output shaft 1 and a turbine 1 arranged to face the pump 11.
2, and a stator 13 arranged between the pump 11 and the turbine 12, to which a converter output shaft 14 is coupled. A lockup clutch 15 is arranged between the converter output shaft 14 and the pump 11. The lockup clutch 15 is constantly urged in the engagement direction by the hydraulic oil pressure circulating in the torque converter 10,
Therefore, the clutch 15 is held in the released state by the releasing hydraulic pressure supplied from the outside.

The multi-stage gear speed change mechanism 20 has a front stage planetary gear mechanism 21 and a rear stage planetary gear mechanism 22. There is. The input shaft 26 of the multi-stage gear transmission 20 is connected to the connecting shaft 25 via the front clutch 27 and the rear clutch 28.
Are connected to the internal gear 29 of the front planetary gear mechanism 21 via. A front brake is provided between the connecting shaft 25 or the sun gear 23, 24 and the transmission case.
30 are provided. Planetary carrier 31 of front stage planetary gear mechanism 21 and internal gear 33 of rear stage planetary gear mechanism 22
Is connected to the output shaft 34, and a rear brake is provided between the planetary carrier 35 of the rear planetary gear mechanism 22 and the transmission case.
A 36 and a one-way clutch 37 are provided.

In the overdrive planetary gear transmission 50, the planetary carrier that rotatably supports the planetary gears.
52 is coupled to the output shaft 14 of the torque converter 10, and the sun gear 53 is coupled to the internal gear 55 via the direct coupling clutch 54. An overdrive brake 56 is provided between the sun gear 53 and the transmission case, and the internal gear 55 is an input shaft 26 of the multi-stage gear transmission 20.
Are linked to.

The multi-stage gear speed change mechanism 20 has a conventionally known type having three forward speeds and one reverse speed, and a desired speed can be obtained by appropriately operating the clutches 27 and 28 and the brakes 30 and 36. Is. When the direct coupling clutch 54 is engaged and the brake 56 is released, the overdrive planetary gear speed change mechanism 50 couples the shafts 14 and 26 in the direct coupling state, and when the brake 56 is engaged and the clutch 54 is released. Overdrive the shafts 14 and 26.

The automatic transmission described above includes the hydraulic control circuit as shown in FIG. This hydraulic control circuit has an oil pump 100 driven by the engine output shaft 1,
The pressure of the hydraulic oil discharged from the oil pump 100 to the pressure line 101 is adjusted by the pressure adjusting valve 102, and the select valve 1
Guided by 03. Select valves 103 are 1, 2, D, N,
It has R and P shift positions, and the select valve has 1, 2
When in the and D positions, the pressure line 101 communicates with ports a, b, c of valve 103. Port a is connected to the actuator 104 for actuating the rear clutch 28, and when the valve 103 is in the position described above, the rear clutch 28 is held engaged. The port a is also connected to the vicinity of the left end of the 1-2 shift valve 110 and pushes its spool to the right in the figure. The port a is further connected to the right end of the 1-2 shift valve 110 via the first line L1, to the right end of the 2-3 shift valve 120 via the second line L2, and via the third line L3. It is connected to the right end of each of the 3-4 shift valves 130.

From the first, second and third lines L1, L2 and L3, the first, second and third drain lines D1 and D2 are respectively provided.
And D3 are branched, and these drain lines D1, D
First, second and third solenoid valves SL1, SL2 and SL3 for opening and closing the drain lines D1, D2 and D3 are connected to 2 and D3. When the solenoid valves SL1, SL2, SL3 are excited while the line 101 and the port a are in communication with each other,
Each drain line D1, D2, D3 is closed, so that the pressure in the first, second and third lines is increased.

Port b is also connected to the second lock valve 105 via line 140, and this pressure acts to push the spool of valve 105 downward in the figure. When the spool of the valve 105 is in the lower position, the line 140 and the line 141 communicate with each other,
Hydraulic pressure is introduced into the engagement side pressure chamber of the actuator 108 of the front brake 30 to hold the front brake 30 in the operating direction. Port c is connected to a second lock valve 105 whose pressure acts to push the spool of valve 105 upwards. Further, the port c is
It is connected to the 3-shift valve 120. In this line 106, the solenoid valve SL2 of the second drain line D2 is excited to increase the pressure in the second line L2, and this pressure causes 2-3
When the spool of shift valve 120 is moved to the left,
It communicates with the line 107. The line 107 is connected to the release side pressure chamber of the actuator 108 of the front brake 30, and when hydraulic pressure is introduced into the pressure chamber, the actuator 108 resists the pressure of the engagement side pressure chamber and releases the brake 30 in the release direction. Activate. The pressure in the line 107 is also guided to the actuator 109 of the front clutch 27 and engages the clutch 27.

The select valve 103 has in one position a port d leading to the pressure line 101, this port d reaching the 1-2 shift valve 110 via line 112 and further connecting via line 113 to the actuator 114 of the rear brake 36. To be done. 1-2
When the solenoid valves SL1 and SL2 are excited by a predetermined signal, the shift valve 110 and the 2-3 shift valve 120 move the spool to switch the line, thereby operating a predetermined brake or clutch, and each of them is set to 1 -2, 2-
The gear shifting operation of No. 3 is performed. Further, the hydraulic control circuit includes a cutback valve 115 for stabilizing the hydraulic pressure from the pressure regulating valve 102, a vacuum throttle valve 116 for changing the line pressure from the pressure regulating valve 102 according to the magnitude of the intake negative pressure, and this throttle valve 116. A throttle backup valve 117 is provided to assist.

Furthermore, in order to control the clutch 54 and the brake 56 of the planetary gear speed change mechanism 50 for overdrive, the hydraulic control circuit of this example includes a 3-4 shift valve 130 and an actuator 1
32 are provided. The engagement side pressure chamber of the actuator 132 is connected to the pressure line 101, and the pressure of the line 101 pushes the brake 56 in the engagement direction. This 3
-4 shift valves are also the above 1-2, 2-3 shift valves 110, 120.
Similarly, when the solenoid valve SL3 is excited, the spool 131 of the valve 130 moves downward, the pressure line 101 and the line 122 are cut off, and the line 122 is drained. As a result, the hydraulic pressure acting on the release side pressure chamber of the actuator 132 of the brake 56 disappears, the brake 56 is operated in the engaging direction, and the actuator 134 of the clutch 54 causes the clutch 5 to move.
Acts to release 4.

Further, the hydraulic control circuit of this example includes a lockup control valve 13
3 is provided, and this lockup control valve 133 is connected to the port a of the select valve 103 via the line L4. A drain line D4 provided with a solenoid valve SL4 is branched from the line L4, like the drain lines D1, D2, and D3. Lockup control valve 133 is solenoid valve SL4
Is excited and the drain line D4 is closed, and when the pressure in the line L4 increases, the spool shuts off the line 123 and the line 124, and the line 124 is drained to move the lockup clutch 15 in the operating direction. It has become.

The following Tables 1 to 3 show the operational relationship between each shift speed and lockup and each solenoid, and the operational relationship between each shift speed, clutch and brake in the above configuration.

Next, an electronic control circuit for controlling the operation of the hydraulic control circuit and the ignition advance angle will be described with reference to FIG.

The electronic control circuit 200 includes an input / output device 201, a random access memory 202 (hereinafter simply referred to as RAM), and a central processing unit 203 (hereinafter simply referred to as CPU). The input / output device 201 includes an engine load sensor 20 that detects the load of the engine from the opening of a throttle valve 206 provided in an intake passage 205 of the engine 204 and outputs a load signal SL.
7. An engine speed sensor 208 that detects the speed of the engine output shaft 1 and outputs an engine speed signal SE; a speed of the converter output shaft 14 is detected and the turbine speed signal ST
Output speed sensor (turbine speed sensor) 209,
The traveling state of the mode sensor 210, which detects the traveling mode signal SM by detecting the traveling mode such as the power mode and the economy mode, and the traveling state of the pressure sensor 5 which detects the line pressure of the hydraulic control circuit and outputs the pressure signal SP. Sensors for detection are connected, and the above signals and the like are input from these sensors.

The input / output device 201 is the load signal SL received from the sensor,
The engine speed signal SE, the turbine speed signal ST, the mode signal SM, and the pressure signal SP are processed and supplied to the RAM 202. RA
The M202 stores these signals SL, SE, ST, SM and SP, and at the same time, in response to an instruction from the CPU 203, these signals SL and S.
Supply E, ST, SM, SP or other data to CPU 203. The CPU 203 reads out the turbine speed signal ST in accordance with the load signal SL and the mode signal SM according to a program adapted to a predetermined predetermined shift control, for example, the turbine speed-engine shown in FIG. The shift-up shift line and the shift-down shift line determined based on the load characteristics are used to calculate whether or not a shift should be performed, and at the same time, the lock-up operation line and the lock-up release line are checked to lock-up. It also calculates whether or not to do it.

The calculation result of the CPU 203 is output via the input / output device 201 to the 1-2 shift valve 110 which is the shift control valve described with reference to FIG.
It is given as a signal for controlling the excitation of the solenoid valve group that operates the 2-3 shift valve 120, the 3-4 shift valve 130 and the lockup control valve 133. This solenoid valve group includes solenoid valves SL1, SL2, SL3 of 1-2 shift valve 110, 2-3 shift valve 120, 3-4 shift valve 130, and lockup control valve 133.
SL4 included.

Further, the electronic control circuit 200 controls the ignition device 220 to set the optimum ignition timing in accordance with the operating state of the engine (for example, engine speed) as is normally done, and at the time of shifting, By retarding the ignition timing from the optimum ignition timing, the engine torque is temporarily reduced (peak torque is reduced). That is, the ignition device
In the embodiment, 220 is configured to have an igniter 221 as ignition advance control means.
Is input with the rotational position of the distributor 222, that is, the crank angle, and cuts off (ignites) the primary current of the ignition coil 223 at a predetermined time according to the output from the input / output device 201. In FIG. 3, reference numeral 224 is a battery, and 225 is an ignition switch.

Hereinafter, an example of automatic transmission control and ignition timing control by the electronic control circuit 200 will be described.
0 is preferably configured by a microcomputer, and the program incorporated in the electronic control circuit 200 is executed in accordance with the flowcharts shown in FIG. 5 and subsequent figures.

Overall Control FIG. 5 shows an overall flow chart of the shift control. The shift control is first performed from the initialization setting in step S1 as can be seen from this figure. This initialization setting initializes the ports of each control valve for switching the hydraulic control circuit of the automatic transmission and the necessary counters to make the gear transmission mechanism 20 in the first speed and the lock-up clutch 15
Are set to release respectively. After this, the electronic control circuit 200
To complete the various working areas of.

Next, in step S2, the position of the select valve 103, that is, the shift range is read. Then, in step S3, it is determined whether or not the read shift range is "1 range". When the shift range is "1 range", that is, YE
In the case of S, the lockup is released in step S4, and then in step S5, it is downshifted to the first speed to calculate whether or not the engine overruns. When it is determined in step S6 that the vehicle is overrun, that is, when YES,
In step S7, the shift valve is controlled so as to shift the gear shift mechanism 20 to the second speed. If it is determined that the vehicle is not overrun, that is, if it is NO, the gear is shifted to the first speed in step S8. This is to prevent shift shock.

If the shift range is not "1 range" in step S3, that is, if it is NO, the shift range is "2" in step S9.
It is determined whether or not the shift range is "range". When the shift range is "2 range", the lockup is released in step S10, and then the gear is shifted to the second speed in step S11. When it is determined that the shift range is not “2 range”, that is, when it is NO, it means that the shift range is in the D range, and in this case, the shift up control in step S12 and step S13, which will be described later, respectively. The downshift control in step S14 and the lockup control in step S14 are sequentially performed, and after step S14, the processing in steps S15, S16, and S17 for ignition advance control is performed, or The points will be collectively described later.

When steps S7, S8, S11, S17 (or step S15) are completed as described above, the process returns to step S2 and the above-described routine is repeated.

Shift-up control Next, the shift-up control (step S1 in FIG. 5)
3) will be described in detail with reference to FIG.

First, the gear position, that is, the position of the gear shift mechanism 20 is read out. Next, based on the read gear position, it is determined in step S21 whether the vehicle is currently in fourth gear. If it is not the fourth speed, the current throttle opening is read in step S22, and step S23
Upshift map data according to throttle opening
Read TSP (MAP). An example of this shift map is shown in FIG. Next, in step S24, the actual turbine speed (TS
P) is read, and this turbine speed is compared with the read-out shift up map data TSP (MAP). In step S25, the turbine speed TSP is shown in the shift line Mfu in relation to the throttle opening, and the set turbine speed is set. Number TSP
(MAP) Judge whether it is larger than.

When the actual turbine speed is greater than the set turbine speed in relation to the throttle opening, that is, YE
If S, in step S26, the flag 1 for upshifting by one step is read, and the read flag 1 is 0 or 1
That is, it is determined whether it is in the Reset state or the Set state. Flag 1 is 0 when 1-step upshift is executed
When the flag 1 which is changed from 1 to 1 and stores the 1-step shift-up state is in the Reset state, step S27
In step S28, the flag 1 is set to 1, and the gear is shifted up by one step. After that, the lockup release timer is set in step S29, and the shift timer is set in step S30 to complete the one-step upshift control.

When the determination as to whether or not the flag 1 in the one-stage shift-up control system is 1 is YES, the control is completed as it is.

Also, when the determination as to whether or not it is the fourth speed at the first stage is YES, the control is completed as it is. Further, in step S25, the actual turbine speed TSP is set to the set turbine speed T indicated by the shift line Mfu in relation to the throttle opening.
If the determination is greater than SP (MAP) is NO, step S
At 31, the TSP (MAP) is multiplied by 0.8 to set a new set turbine speed on the new shift line Mfu 'shown by the broken line in FIG. Next, in step S32, the current turbine speed TSP
Is greater than the set turbine speed indicated by the speed change Mfu ′. If this determination is NO, the flag 1 is reset in step S33 to prepare for the next tie, and if the determination is YES, the control is terminated as it is,
Then, shift down control is performed.

Shift-Down Control The shift-down control is executed according to the shift-down shift control subroutine shown in FIG. This downshift control is performed by first reading out the gear position, as in the upshift control. Next, based on the read gear position, it is determined in step S41 whether the vehicle is currently in the first speed. If it is not the first speed, the throttle opening is read in step S42, and then the shift down map data TSP (MAP) corresponding to the read throttle opening is read in step S43. An example of this shift down map is shown in FIG. Next, in step S44, the actual turbine rotation speed TSP is read out, and this turbine rotation speed is compared with the set turbine rotation speed TSP (MAP) that is the data of the read downshift map, and the turbine rotation speed TSP is set to the throttle opening. In step S45, it is determined whether or not it is smaller than the set turbine speed TSP (MAP) indicated by the downshift transmission line Mfd.

When the actual turbine rotation speed is lower than the set turbine rotation speed, that is, when YES, the flag 2 for downshifting one stage is read in step S46. The flag 2 is changed from 0 to 1 when downshifting one step.

Next, it is determined whether this flag 2 is 0 or 1, that is, whether it is in the Reset state or the Set state. When the flag 2 is in the Rest state, the flag 2 is set to 1 in step S47, and one step downshift is performed in step S48. Thereafter, similar to the above-described shift up control, the lockup release timer is set in step S49, and the shift timer is set in step S50 to complete the one-step downshift control.

If the determination in step S46 is YES, downshifting is not possible, so control ends as it is.

If the actual turbine speed TSP is not lower than the set turbine speed indicated by the first-stage shift-down shift line Mfd, the shift-down map corresponding to the current throttle opening is read out, and in step S51 the shift of this map is performed. Line Mfd
Multiply the set turbine speed shown in 1 / 0.8 by 1 / 0.8 to form a new set turbine speed on the new shift line Mfd ′. Next, if the current actual turbine rotational speed TSP is smaller than the set turbine rotational speed indicated by the shift line Mfd 'in step S52, the control is completed as it is, and if not, the flag 2 is reset in step S53. Then, the value is set to 0, the control is completed, and then the lock-up control is started.

In the above-described shift-up shift control and shift-down shift control, when gear shifting is not performed,
It is the engine speed that creates a new shift line by multiplying the shift line on the map by 0.8 or 1 / 0.8 to create hysteresis.
This is to prevent chattering from occurring due to frequent gear shifts when the turbine speed is at the critical gear shift.

Lockup Control Next, lockup control will be described with reference to FIG.

First, the lockup control is performed by determining whether or not the lockup release timer is 0 in step S61. When the lockup release timer is not 0,
In step S62, the lockup is released, and the control ends. Conversely, when it is determined in step 61 that the lockup release timer is 0 (YES), the throttle opening is read in step S63, and step S63 is read.
At 64, the lockup OFF map, that is, the transmission MOFF used to control to bring the lockup to the OFF state.
(Refer to FIG. 11) The set turbine speed TSP (MAP) corresponding to the throttle opening is read from the map shown in FIG. Next, in step S65, the current turbine speed TSP is read, and in step S66, the read turbine speed TSP is read.
Is compared with the lockup OFF map, and it is determined whether or not this turbine rotation speed TSP is larger than the set turbine rotation speed shown on the shift line MOFF. Turbine speed TSP
Is smaller than the set turbine speed TSP (MAP), that is, when NO, the lockup is released and the process ends in step S62.

On the other hand, the turbine speed TSP is the set turbine speed TSP (MA
P), that is, if YES, the step
In S67, the lockup ON map, that is, the transmission MON (first control used to control the lockup to the ON state)
(Refer to Fig. 1), another set turbine speed TSP (MAP) corresponding to the throttle opening is read out from the map, and in step S68, the turbine speed TSP is larger than the set turbine speed TSP (MAP). It is determined whether or not. If this determination is YES, the lockup is activated in step S69 to end the process, while if NO, the process ends.

In the above lock-up control, when the shift-up signal is issued during the lock-up operation, the lock-up release signal is preferably output later than the shift-up signal by the time T, and the delay time T is It is directly controlled by the line pressure detected by the pressure sensor 5 (the higher the line pressure, the shorter the delay time T).

Ignition Advance Control Next, ignition advance control will be described with reference to FIGS. 5, 12, and 13.
Description will be made with reference to the drawings.

First, referring to FIG. 12, the state of shifting will be schematically described.
For example, when a shift signal for upshifting one gear from two ranges is issued, the shift timer is set. The turbine speed starts decreasing after a delay of T1 of the hydraulic circuit affected by the type of speed change, line pressure, and oil temperature, and when T2 elapses after the start of the decrease, the rotation at the time of shift up. It converges to the one corresponding to the number. Then, the engine speed decreases after the turbine speed starts to decrease, and the engine (output shaft) torque largely changes during this time T2.
The ignition advance angle between the two is retarded. Therefore, in the present embodiment, ΔTSP indicating the turbine rotation speed change rate is calculated within the set time of the shift timer (which is set to be larger than T1 + T2 in consideration of the sizes of T1 and T2). , When this △ TSP becomes larger than the set value K,
The timing is equivalent to the timing T2 at which the ignition retard is executed. The reason why the shift timer is set in this way is to shorten the program execution time and minimize the influence of disturbance such as noise in the speed sensor 209 that detects the turbine speed.

Based on the above, the processing of the interrupt routine shown in FIG. 13 is performed every time the turbine speed TSP is measured (for example, 10 msec).
Every time). That is, the turbine rotation speed count value measured in step S81 is read, and the TSP
By calculating the absolute value of (N) −TSP (N−1), the rate of change ΔTSP of the turbine speed is obtained and stored in the memory 202. Thereafter, in step S83, the counter is cleared for the next cycle, and the interrupt is completed.

The ΔTSP stored in the memory 202 is used in the ignition advance control process of steps S15 to S17 in the flowchart shown in FIG. That is, it is determined in step 15 whether or not the shift timer is 0, and when the shift timer is 0, the control is ended as it is. Conversely, step S1
If it is determined in step 5 that the shift timer is not 0, it is determined in step S16 whether ΔTSP is larger than the set value K. If ΔTSP is larger than K, step S17 is executed.
If the advance angle delay signal is issued in step S1 and ΔTSP is not greater than K, the control is terminated without performing step S17 (normal ignition advance is performed).

Here, the lockup release timer is set when the shift signal is issued, so that the lockup is prevented from being performed at the time of shifting and the shock at the time of lockup is overlapped with the shift shock. This is to prevent the lock-up release timer set value from being
It is set larger than the set value of the shift timer. Then, the countdown of both timers is performed by the processing of the interrupt routine shown in FIG. That is, in this interrupt routine, for example, an interrupt is made every 50 msec, and it is first determined in step S91 whether or not various timers are 0. If it is 0, the control is terminated as it is, and if it is not 0, it is determined. In step S92, the timer counts down.

Although the embodiments have been described above, when the electronic control circuit 200 is configured by a microcomputer, it can be configured by either a digital type or an analog type. Further, the automatic transmission may not have a lockup function.

[Brief description of drawings]

FIG. 1 is an overall configuration diagram of the present invention. FIG. 2 is a view showing a cross section of a mechanical portion of an automatic transmission and a hydraulic circuit thereof. FIG. 3 is an overall system diagram showing an embodiment of the present invention. FIG. 4 is a diagram showing an example of a shift diagram. FIG. 5, FIG. 6, FIG. 8, FIG. 10, FIG. 10, FIG. 13 and FIG. 14 are flowcharts showing an example of the control contents of the present invention. FIG. 7 is a diagram showing an example of a shift-up map. FIG. 9 is a diagram showing an example of a shift-down map. FIG. 11 is a diagram showing an example of a lockup map. FIG. 12 is a diagram showing a relationship among a shift signal, an engine speed, a turbine speed, an engine output shaft torque, and a shift timer. 1: Engine output shaft 20: Multi-stage gear speed change mechanism 108, 109, 114, 132, 134: Actuator 200: Electronic control circuit 204: Engine 220: Ignition device 221: Igniter

Front Page Continuation (56) References JP-A-57-80809 (JP, A) JP-A-56-96129 (JP, A) JP-A-55-164743 (JP, A) JP-B-3-75742 (JP , B2) Japanese Patent Publication No. 2-12771 (JP, B2)

Claims (1)

[Claims] 1. A speed change gear mechanism connected to an engine via a torque converter, a fluid type actuator for switching a power transmission path of the speed change gear mechanism to perform a speed change operation, and a pressure fluid to the fluid type actuator. An electromagnetic means for controlling the supply, a shift control means for outputting a shift signal to the electromagnetic means based on a predetermined shift characteristic according to a driving state of the vehicle, and a rotational speed of an output shaft of the torque converter. Recognizing rotation recognition means, and at the time of gear shift based on the gear shift signal from the gear shift control means, the engine torque is output in response to the rate of change of the rotation speed of the output shaft during gear shift based on the rotation speed signal from the rotation recognition means An automatic transmission control device comprising: engine torque control means for temporarily reducing the torque.