JPH08247275A - Speed change controller for automatic transmission - Google Patents

Abstract

PURPOSE: To control quickly in-gear speed change without speed change shocks by setting oil pressure such that a frictional engaging element to set a high speed side speed change stage engages earlier than a frictional engaging element to set the speed change stage for start. CONSTITUTION: When the neutral range is changed over to the advance range under the condition that the throttle opening is nearly fully closed, the vehicle speed is nearly zero and the clutch is released, the control of the duty ratio of a solenoid valve (SA) is started and a solenoid valve (SC) is changed over to OFF. While the engaging control of a first clutch CL1 and third clutch CL3 is simultaneously started in this control, the control command values to both solenoid valves SA, SC are different from each other and working oil pressure in the third clutch CL3 rises earlier than that in the first clutch CL1. Namely, the engaging control of the third clutch CL3 is carried out preferentially to that of the first clutch CL1. Thus, shocks in the completed engagement are hardly generated and smooth in-gear control is carried out.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an automatic transmission used for vehicles and the like, and more particularly to a shift control device for performing shift control when switching from a neutral range to a forward range. The switching control from the neutral range to the forward range is called in-gear control.

[0002]

2. Description of the Related Art An automatic transmission has a plurality of gear trains, and a plurality of power transmission paths constituted by the gear trains are engaged with friction engagement elements such as clutches and brakes by hydraulic pressure or the like. To select and shift gears. Here, when gear shifting is performed, the power transmission path is switched and the gear ratio changes, so there is a problem that a sudden shift will cause gear shift shock. For this reason, various measures have heretofore been made to adjust the engagement of the friction engagement elements so as to perform a smooth gear shift without a shock.

In such a shift shock, when the shift lever is set to the neutral position and the neutral range is set and the shift lever is switched to the forward range position to set the forward range (that is,
Gear shift shocks (in the case of in-gear) are particularly likely to be a problem. This is a control in which the in-gear control shifts from the neutral range, which is in the no-load state, to the forward range (or reverse range), but the input torque at this time is small and the change in the engagement capacity of the friction engagement element is transmitted. This is because the torque fluctuation ratio is large, and therefore the engagement control of the friction engagement element requires extremely delicate control.

For this reason, various control methods relating to in-gear control have heretofore been considered. For example, at the time of switching from the neutral range to the forward range, first, the high-speed gear stage is temporarily set and then the There is control to set the first speed (starting speed). This control is called squat control, and the change in output torque at the time of switching to the forward range becomes smooth, and shift shock at the time of in-gear can be reduced. Specifically, there is a shift control method disclosed in Japanese Examined Patent Publication No. 3-6390. In this method, the accelerator pedal is released, the vehicle speed is close to zero, and the parking brake is applied manually. When the shift range is switched from the neutral range to the traveling range, the high speed side shift speed is once set, and then the first speed stage is set.

[0005]

Here, in the in-gear control, the accelerator is almost completely closed (the accelerator pedal is released).
In this state, the control shifts from the neutral range to the running range, and because it is performed at low engine speed (idling speed), the amount of oil supplied to the friction engagement element is small, the setting of the high-speed gear is delayed, and The problem that the setting of the first gear is also delayed, that is, the problem that the in-gear control time becomes long tends to occur. If the in-gear control time becomes long, it is possible that the accelerator may be depressed and the vehicle may start with the high-speed gear set.
At this time, there is a problem in that the shift from the high-speed side shift stage to the first shift stage is performed with the engine speed increased, and a shift shock occurs due to this shift.

In view of the above problems, it is an object of the present invention to provide a shift control device capable of performing this in-gear shift control promptly and without shift shock during in-gear shift control for performing squat control. To do.

[0007]

In order to achieve such an object, in the present invention, a power transmission gear train in which a plurality of forward power transmission paths can be selectively set and a power transmission path are selectively set. A plurality of friction engagement elements for controlling the engagement of the friction engagement elements, and an engagement control means for controlling engagement of the friction engagement elements, wherein a forward range and a neutral range can be set From the forward range to the engagement control means,
The engagement control between the friction engagement element for setting the start gear and the friction engagement element for setting the high speed gear is started at the same time or with a slight time difference, and the high speed gear is set. When the frictional engagement element for setting is in a predetermined engagement state, the frictional engagement element unnecessary for setting the start gear is released and the frictional engagement element for setting the start gear is completely set. It is designed to be engaged. However, at this time, the engagement control of the friction engagement element for setting the high-speed gear is prioritized over the engagement control of the friction engagement element for setting the starting gear, that is, the high-speed gear shift. The hydraulic pressure of the friction engagement element for setting the high-speed gear is set so that the friction engagement element for setting the gear is engaged earlier than the friction engagement element for setting the start gear. ing.

When such a shift control is performed, when the manual shift lever is operated to switch from the neutral range to the forward range, the frictional engagement element for the starting gear (first gear) and the high-speed gear ( 2nd and higher speeds)
The frictional engagement element is controlled so as to be engaged with the frictional engagement element at substantially the same time, but at this time, the engagement control of the frictional engagement element for setting the high-speed gear is prioritized, so After the high-speed gear is set first, the starting gear is set, the squat control is reliably performed, and the in-gear control with less gear shock is performed.

Further, even if the engagement of the high speed side shift speed is prioritized in this way, basically, the friction engagement elements that set both shift speeds are engaged substantially at the same time (simultaneously or with a slight time lag). Since the control for starting the gear shift control is performed, it is possible to set the start gear speed without delay, and the in-gear control is quickly performed. That is, in this shift control, quick and smooth in-gear control is performed. In particular, even when the manual shift lever is switched from the neutral range to the forward range and the accelerator pedal is immediately depressed, the gear is surely and swiftly changed from neutral-high speed side shift stage-starting shift stage, and a shift shock is generated. It will be a small shift.

In order to prioritize the high speed side shift speed, when the switching from the neutral range to the forward shift range is detected, the hydraulic pressure supplied to the friction engagement element for setting the start shift speed is gradually increased. Output the command value to increase
In addition, the hydraulic pressure supplied to the friction engagement element for setting the high-speed gear is maximized only for a predetermined time, and a command value for changing to the hydraulic pressure required for the predetermined engagement is output after the predetermined time has elapsed. Is preferred. At this time, the hydraulic pressure supplied to the friction engagement element for setting the high-speed gear is changed until the input / output rotational speed ratio in the friction engagement element for setting the start gear becomes the first predetermined value. During this period, it is preferable to set the maximum value and then to output the command value for changing the hydraulic pressure required for the predetermined engagement. As a result, it is possible to shorten the time required to start the engagement of the high-speed gear (the time required for closing the invalid stroke), and to speed up the in-gear shift.

In this control, after starting the engagement control of the frictional engagement element for setting the starting shift speed and the frictional engagement element for setting the high speed side shift speed, the starting shift speed is set. When the input / output rotational speed ratio of the friction engagement element for setting the speed reaches the second predetermined value, the friction engagement element for setting the high-speed gear is released to reach the second predetermined value. It is preferable that the frictional engagement element for setting the start gear is completely engaged after a lapse of a predetermined time from the time. As a result, gear shifting from the high-speed gear stage to the start gear stage is performed with the transmission input shaft almost completely stopped, resulting in a smoother in-gear gear shift.

[0012]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT A preferred embodiment of the present invention will be described below with reference to the drawings. FIG. 1 shows the configuration of a power transmission system of an automatic transmission in which a shift control is performed by a shift control device according to the present invention.
Is shown in. This transmission includes a torque converter 2 connected to an engine output shaft 1 and the torque converter 2
And a transmission input shaft 3 connected to the turbine shaft, and a planetary transmission mechanism is disposed on the input shaft 3.

This transmission mechanism has first, second and third planetary gear trains G1, G2 and G3 arranged in parallel on the transmission input shaft 3. Each of the gear trains is located at the center of the first to third sun gears S1, S2 and S3, and the first to third planetary pinion P1 that revolves around the first to third sun gears while meshing with the first to third sun gears. , P
2, P3 and the first to third carriers C1 and C that rotatably hold the pinion and rotate in the same manner as the revolution of the pinion.
2, C3, and first with internal teeth that mesh with the pinion
-It comprises 3rd ring gear R1, R2, R3.
The first and second planetary gear trains G1 and G2 are double pinion type planetary gear trains, and the first and second pinion P1 and P2 are respectively composed of two pinions P11, P12 and P21, P22 as shown. To be done.

The first sun gear S1 is always connected to the input shaft 3, and the first carrier C1 can be fixedly held by the first brake B1 and is always connected to the second sun gear S2. The first ring gear R1 is releasably connected to the first carrier C1 and the second sun gear S2 via a third clutch CL3. The second carrier C2 and the third carrier C3 are always connected and the output gear 4 is always connected. Second ring gear R2 and third ring gear R
3 is always connected, and these are the second brake B2.
It can be fixedly held by and is connected to the case via the one-way clutch B3 so as to generate a braking action only for the rotation in the forward drive direction. Further, these are connected via the second clutch CL2. It is detachably connected to the input shaft 3. The third sun gear S3 is detachably connected to the input shaft via the first clutch CL1. Further, an input rotation sensor 9a and an output rotation sensor 9b are arranged as shown.

In the transmission having the above-described structure, the engagement / disengagement control of the first to third clutches CL1 to CL3 and the first and second brakes B1 and B2 is performed to set the gear speed and control the gear shift. be able to. In particular,
If engagement / disengagement control is performed as shown in Table 1, the fifth forward speed (1S
T, 2ND, 3RD, 4TH, 5TH), 1st reverse (R
EV) can be set.

In Table 1, the second brake B2 in 1ST is shown in parentheses, which means that the one-way clutch B3 does not need to be engaged with the second brake B2.
This is because the 1st shift speed can be set by the action of. That is, if the first clutch CL1 is engaged, the 1ST gear can be set without engaging the second brake B2. However, the one-way clutch B3 cannot tolerate power transmission opposite to that on the drive side, and therefore the second brake B2
1ST in the non-engaged state is a gear stage where the engine brake is not effective, and when the second brake B2 is engaged, the gear stage is where the engine brake is effective. Incidentally, 1st in the D range is a gear stage where the engine brake does not work.

[0017]

[Table 1]

Next, the first to third clutches CL1 to CL3
A control device for engaging and disengaging the first and second brakes B1 and B2 will be described with reference to FIGS. 2 to 4 show each part of the control device, and these three figures constitute one control device. Further, among the oil passages in each figure, the ones with a circled alphabet (A to Y) at the end means that they are connected to the oil passages with the same alphabet in other figures. Further, the cross mark in the figure means that the part is drained.

Hydraulic oil is supplied from the hydraulic pump 10 to the control device, and the hydraulic oil is regulated to the line pressure P1 by the regulator valve 20 and sent to the oil passage 100 to be supplied as shown in the figure. . In this control device, in addition to the regulator valve 20, a manual valve 25 connected to a shift lever in the driver's seat and operated by a driver's manual operation, and six solenoid valves SA to
SF and 6 hydraulically operated valves 30, 35, 40, 4
5, 50, 55 and four accumulators 71 to 74 are arranged. Solenoid valves SA, SC, SF
Is a normally open type valve and these valves are opened when the solenoid is deenergized. On the other hand, the solenoid valves SB, SD and SE are normally closed type valves and are closed when the solenoid is deenergized.

In the following, the valve 30 is a reducing valve, the valve 35 is an LH shift valve,
Valve 40 is FWD pressure switching valve, valve 45
Is called a REV pressure switching valve, the valve 50 is called a delivery valve, and the valve 55 is called a relief valve.

Each valve is operated according to the operation of the manual valve 25 and the operation of the solenoid valves SA to SF, and the shift control is performed. In this case, the relationship between the operation of each solenoid valve and the speed stage set according to this operation is shown in Table 2 below. O in this table 2
N and OFF represent ON and OFF of the solenoid.
Although the operation of the solenoid valve SF is not shown in Table 2, this solenoid valve SF is used for increasing the line pressure when setting the reverse speed stage, and is not used for setting the shift stage. Because there is.

[0022]

[Table 2]

The above control will be described below. First, consider a case where the D range (forward range) is set by the shift lever and the spool 26 of the manual valve 25 moves to the D position. In the figure, the spool 26
Is in the N position, the right end hook portion is moved to the D position to the right, and the spool 26 is positioned in the D position. At this time, the hydraulic oil having the line pressure P1 is the oil passage 1 branched from the oil passage 100.
01, 102, FWD switching valve 40
It is sent from the oil passage 103 to the manual valve 25 through the spool groove of. Then, it is sent to the oil passages 110 and 120 via the groove of the spool 26. The oil passage 110 is closed in the REV switching valve 45 in this state.

The hydraulic oil having the line pressure P1 sent to the oil passage 120 is branched into oil passages 121, 122, 123, 124, 12.
5 through solenoid valves SF, SE, S respectively
It is supplied to D, SB and SA. Line pressure P of oil passage 120
1 also acts on the right end of the L-H shift valve 35 to move the spool 36 of this valve 35 to the left. The branch oil passage 126 of the oil passage 120 is connected to the right side of the delivery valve 50,
The oil passage 127 branched from the oil passage 126 is provided with the relief valve 5
5 is connected to the left end of the spool 55, 5 of this valve 55.
Move 7 to the right.

On the other hand, the branch oil passage 103a of the oil passage 103 is F
The spool 41 is connected to the right end of the WD switching valve 40 and is pressed leftward by the line pressure P1. Oil passage 10
The branch oil passage 104 of 3 is the L-H shift valve 3 that has been moved to the left.
5 is sent to the oil passage 105 through the groove of the spool 36, and the line pressure P1 acts on the left side of the FWD switching valve 40. The branch oil passage 106 of the oil passage 104 is connected to the right end of the REV switching valve 45, and holds the spool 46 in the left moving state by the line pressure P1. The branch oil passage 107 of the oil passage 103 is connected to the solenoid valve SC, and the line pressure P1 is also supplied to the solenoid valve SC.

As described above, the solenoid valves SA to S
The line pressure P1 is supplied to each of the F, and the supply of the hydraulic oil having the line pressure P1 can be controlled by opening / closing control of this valve.

First, the case of setting the 1ST shift speed will be described. Note that, as shown in Table 2, the solenoid valve SF is not involved in the setting of the shift speed, and therefore only the solenoid valves SA to SE will be considered here. In 1ST, as shown in Table 2, the solenoid valve SC is on, the others are off, only the solenoid valve SA is opened, and the other solenoid valves are closed. When the solenoid valve SA is opened, the line pressure P1 is supplied from the oil passage 125 to the oil passage 130, and the line pressure P1 is passed from the oil passage 130 to the oil passage 131 through the groove of the manual valve spool 26 located at the position D. Supplied.

The branch oil passage 131a of the oil passage 131 is connected to the right end of the relief valve 55, and the line pressure P1 acts on the right end of the relief valve 55. Furthermore, the oil passage 131
The line pressure P1 is supplied to the first clutch CL1 via the oil passage 132 that branches off from, and the first clutch CL1 is engaged. The change in the clutch pressure CL1 is adjusted by the first accumulator 71.

The second clutch CL2 is connected to the drain from the relief valve 55 (the spools 56 and 57 are in the right moving state at this time) via the solenoid valve SB, and the third clutch CL3 is connected to the drain via the solenoid valve SC. , The first brake B1 is connected to the drain from the relief valve 55 via the solenoid valve SC, and the second brake B2 is connected to the drain via the manual valve 25. Therefore, only the first clutch CL1 is engaged and
The ST speed stage is set.

Next, consider the case of setting the 2ND speed stage. At this time, the state of 1ST is the solenoid valve S
D is switched from OFF to ON, solenoid valve SD
Is also opened. As a result, the oil passage 123 to the oil passage 140
The line pressure P1 is supplied to the first brake B1 and the hydraulic oil having the line pressure P1 is supplied to the first brake B1 via the oil passage 141 from the relief valve 55 in the state where the spools 56 and 57 are moved to the right. Therefore, the first clutch CL1 and the first brake B1 are both engaged to set the 2ND speed stage.

When setting the 3RD speed stage, the solenoid valve SC is switched from on to off and the solenoid valve SD is returned to off. Solenoid valve S
Since D returns to off, the first brake B1 is released.
By switching off the solenoid valve SC,
This is released, and the hydraulic oil having the line pressure P1 is supplied from the oil passage 107 to the third clutch CL3 via the oil passage 145. As a result, the third clutch CL3 is engaged and 3
The RD speed stage is set. At this time, at the same time, the oil passage 145
The line pressure P1 acts on the left side of the delivery valve 50 via the oil passage 146 that branches off from, and the line pressure P1 acts on the right end of the relief valve 55 via the oil passage 147.

When setting the 4TH speed stage, the solenoid valve SB is switched from OFF to ON and the solenoid valve SC is returned to ON. Since the solenoid valve SC is turned back on, the third clutch CL3 is released. on the other hand,
By switching on the solenoid valve SB,
The solenoid valve SB is opened, the line pressure P1 is supplied from the oil passage 124 to the oil passages 150 and 151, and the second clutch C is passed from the groove of the spool 56 that has moved rightward via the oil passage 152.
The line pressure P1 is supplied to L2. Therefore, the second clutch CL2 is engaged and the 4TH speed stage is set.

When setting the 5TH speed stage, the solenoid valve SA is switched from off to on and the solenoid valve SC is switched from on to off. When the solenoid valve SA is switched from OFF to ON, the supply of the line pressure P1 to the oil passage 130 is cut off, the first clutch CL1 is connected to the drain via the solenoid valve SA, and the first clutch CL1 is released. . On the other hand, when the solenoid valve SC is switched off, the third clutch CL3 is engaged as described above, and as a result, the 5TH speed stage is set.

The engagement control of each clutch and brake is performed as described above. Here, by operating the shift lever from N to D, the N range (neutral range) to the D range (forward range). The engagement control in the case of switching to will be described based on the time chart shown in FIG. 5 and the flow charts shown in FIGS.

As shown in the flow chart, the presence or absence of switching from the N range to the D range is detected in the control device (step S2), and when the switching to the D range is detected in step S2. In steps S4 to S8, it is determined whether or not the throttle opening θTH is smaller than a predetermined opening a (a value close to zero), that is, whether or not it is substantially fully closed, and the vehicle speed V is a predetermined vehicle speed b (a value close to zero) Whether it is small, that is, whether or not it is almost stopped, and the input / output rotation speed ratio eCL (= output rotation speed /
It is determined whether the (input speed) is greater than or equal to the predetermined value eCL0, that is, whether the clutch is in the released state. When the throttle opening θTH is not fully closed, the vehicle speed V is not zero, and the clutch is engaged, the in-gear control according to the present invention is not performed, and the routine proceeds to step S10, where a normal gear shift based on the shift map is performed. Control is performed.

If the switching from the N range to the D range is performed under the condition that the throttle opening θTH is almost fully closed, the vehicle speed V is substantially zero, and the clutch is released, the process proceeds to step S20. Proceed and after a short t0 delay, the first
While setting the timer time t1 (step S22), as shown in FIG. 5, the duty ratio control of the solenoid valve SA is started to turn off the solenoid valve SC.
Switch to F (step S24). This control is performed for the first timer time t1 set in step S22 (step S26).

At this time, the normally open type solenoid valve SA is the first valve controlled by this valve.
Duty ratio control is performed so that the oil pressure of the clutch CL1 gently changes to a predetermined oil pressure. Specifically, FIG.
Of the hydraulic pressure P (CL1) is output, the hydraulic pressure control value indicated by the solid line is output, and accordingly, the hydraulic pressure in the first clutch CL1 gradually increases as indicated by the broken line. On the other hand, the normally open type solenoid valve SC is OFF
Therefore, this valve is fully opened. Specifically, the solenoid valve SC outputs a hydraulic control command value as shown by the solid line in the hydraulic pressure P (CL3) of FIG. 5, and the working hydraulic pressure is supplied through the solenoid valve SC in the third clutch CL3. As shown by the broken line, the operating hydraulic pressure of (3) rises relatively rapidly (more rapidly than P (CL1)).

Thus, in this control, the first clutch C
L1 (first speed setting engagement element) and third clutch CL2
The engagement control with the (second speed setting engagement element) is started at the same time, but the control command values to both solenoid valves SA and SC differ as described above, and the third clutch CL3
The hydraulic pressure inside rises first. That is, the engagement control of the third clutch CL3 is prioritized over the engagement control of the first clutch CL1. In order to give priority to the engagement control of the third clutch CL3, as shown by the chain double-dashed line in FIG. The SC may be switched off.

When such engagement is started, the transmission input rotation speed (torque converter turbine rotation speed) NT is
The output gradually starts to decrease, and the input / output speed ratio eCL of the first clutch CL1 also starts to increase gradually. In the N range state, the engine is in the idling state (at this time, the rotation speed is about 850 rpm, for example), and the transmission input rotation speed N
Since T is transmitted from the engine through the torque converter, it is, for example, about 750 rpm.

The transmission output speed N0 is zero because the vehicle speed V = 0, but the input / output speed ratio eCL (= output speed / input speed) in the first clutch CL1 is calculated. Therefore, here, the transmission output speed N
The input / output rotation speed ratio eCL is calculated on the assumption that 0 = 10 rpm. Therefore, the input / output rotation speed ratio eCL immediately after switching to the D range is not zero but a very small value (eCL = 0.
1). The input / output rotation speed ratio eCL is obtained from the detection values of the input rotation sensor 9a and the output rotation sensor 9b and the gear ratio.

When the above control is performed for the first timer time t1, the process proceeds to step S28 and the second timer time t2.
Is set, and control based on the duty ratio of the solenoid valves SA and SC is performed only during the second timer time t2 (steps S30 and S32). This control is shown in FIG.
, The first and third clutches CL1, CL3
Is a control for gradually increasing the operating hydraulic pressure of the hydraulic pressure to the predetermined engaging hydraulic pressure and then maintaining this hydraulic pressure.
The shift control to the speed is performed.

The second timer time t2 is the third clutch CL.
3 is the expected time until the predetermined engagement state (half engagement state) is reached, and when this control is performed for the second timer time t2 and the third clutch CL3 is in the predetermined engagement state, step S34 At the third timer time t3, the duty ratio of the solenoid valve SA is controlled and the solenoid valve SC is turned on.
Only during the timer time t3 (steps S36, 3
8). As a result, the third clutch CL3 is released, and the shift from the third speed stage to the first speed stage is performed.

When this control is performed for the third timer time t3, the process proceeds to step S40 and the solenoid valve SA
Is turned off and the first clutch CL1 is completely engaged, and this control ends. Here, as can be seen from FIG.
The timer time t3 is set to the time required until the input shaft rotation speed NT becomes almost zero.
Since the first clutch CL1 is completely engaged at the time when is almost zero, a shock at the time of this complete engagement is hardly generated and smooth in-gear control is performed.

According to the above control, when the N range is switched to the D range, the squat control of setting the third speed and then the first speed is performed, and smooth in-gear control can be performed. It is possible. In this case, the engagement control of the first clutch CL1 and the third clutch CL
Although the engagement control of 3 starts at the same time,
Since the engagement control of the clutch CL3 is prioritized, the third speed is surely set, and then the first speed is set, so that the squat control can be surely performed. At this time, since the engagement control of the first clutch CL1 is started at the same time as the engagement control of the third clutch, it is possible to quickly shift from the third speed to the first speed.
Smooth and quick in-gear control can be obtained.

The first to third timer times t1, t2, t3 set by the above control are predicted such that the input / output speed ratio eCL of the first clutch CL1 changes as shown in FIG. And is a value set in advance. In view of this, instead of the control using the timer as described above,
Alternatively, the switching control of the solenoid valve may be directly performed based on the input / output rotation speed ratio eCL.

Such control is shown in FIGS. 8 and 9, and this control will be briefly described with reference to the flowchart shown in this figure and the time chart in FIG. Step S
Steps 52 to S60 are the same as steps S2 to S10 of the above-described control. When the N range is switched to the D range, the throttle opening θTH is almost fully closed, the vehicle speed V is substantially zero, and the clutch is released. If it is performed under the conditions, the process proceeds to step S70, and after the delay of a short time t0, the duty ratio control of the solenoid valve SA is started and the solenoid valve SC is switched off (step S).
72). The delay at time t0 may be set by judging whether the input / output rotation speed ratio eCL has reached the first judgment value eCL1 (= 0.14). In the control of step S72, the input / output speed ratio eCL is the second judgment value eCL2 (= 0.
2) It is continued until the above is satisfied (until eCL ≧ eCL2) (step S74).

As a result, the solenoid valve SA is duty ratio controlled so that the oil pressure of the first clutch CL1 changes gently to a predetermined oil pressure, while the solenoid valve SC is turned off and is in the fully open state. As a result, the hydraulic pressure in the third clutch CL3 rises first, and the engagement control of the third clutch CL3 is performed by the first clutch CL3.
The engagement control of 1 is performed with priority.

When eCL ≧ eCL2, the routine proceeds to step S76, where the control based on the duty ratio of the solenoid valves SA and SC is performed, and as shown in FIG. 5, the operating hydraulic pressures of the first and third clutches CL1, CL3 are changed. While gradually increasing to the predetermined engagement hydraulic pressure and maintaining the predetermined engagement hydraulic pressure, the shift control from neutral to the third speed is performed. At this time, when the third clutch CL3 has increased to a predetermined hydraulic pressure, the input / output rotation speed ratio eCL becomes substantially the third judgment value eCL3, and thereafter, the control for keeping the operating pressure of the third clutch CL3 constant is performed. (Steps S78, S80).

This control is continued until the input / output rotation speed ratio eCL becomes equal to or higher than the fourth judgment value eCL4 (= 0.7) (until eCL ≧ eCL4), and when eCL ≧ eCL4, steps S82 to S84. Go to solenoid valve S
The duty ratio control of A and the solenoid valve S
Control to turn on C is performed. As a result, the third clutch CL3 is released, and the shift from the third speed stage to the first speed stage is performed.

This control is performed until the input / output speed ratio eCL becomes equal to or higher than the fifth judgment value eCL5 (= 0.95) (eCL ≧ eCL5
Is continued) (step S86), eCL ≧ eCL
When the value becomes 5, the process proceeds to step S88, the solenoid valve SA is turned off, and this control ends.

In the above control, the control for engaging the first and third clutches when the N range is switched to the D range (that is, the first speed stage and the third speed stage are set). The control) is started at the same time or the control for engaging the third clutch is started a little earlier, but the control for engaging the third clutch earlier than the first clutch may be performed. is not a problem.

For example, as shown in FIG. 10, when the N range is switched to the D range, the duty control of the solenoid valve SA is immediately started, and the solenoid valve SC is delayed by a time t0 '. It is also possible to perform control so as to turn it off. However, the solenoid valve SA is duty-controlled, but the solenoid valve SC is turned off, whereby the third clutch CL is
3 is engaged earlier than the first clutch CL1.

[0053]

As described above, according to the present invention,
When the manual shift lever is operated to switch from the neutral range to the forward range, the starting gear shift friction engaging element and the high speed side gear shifting step (the second and higher gear shifting stages) friction engaging elements are substantially simultaneously. The engagement is controlled, but at this time, since the friction engagement element for setting the high speed side gear is engaged earlier than the friction engagement element for the start gear, After is set, the shift speed for starting is set, and the squat control is reliably performed.
It is possible to perform in-gear control with less shift shock. Further, even if priority is given to the engagement of the high-speed gear position in this manner, basically, the friction engagement elements that set both gear positions are controlled to start the engagement at the same time, so that the in-gear control can be performed quickly. Can be done. That is, the shift control of the present invention can achieve quick and smooth in-gear control.

In order to give priority to the high-speed gear stage, when the switching from the neutral range to the forward range is detected, the hydraulic pressure supplied to the friction engagement element for setting the start gear stage is gradually increased. Output the command value to increase
In addition, the hydraulic pressure supplied to the friction engagement element for setting the high-speed gear is maximized only for a predetermined time, and after this predetermined time has elapsed, a command value for changing to a hydraulic pressure suitable for smooth engagement is output. Preferably. At this time,
The hydraulic pressure supplied to the friction engagement element for setting the high-speed gear is maintained until the input / output speed ratio of the friction engagement element for setting the start gear becomes the first predetermined value. It is preferable to output the command value for setting the maximum value and thereafter changing the hydraulic pressure suitable for smooth engagement.

In this control, after starting the engagement control of the frictional engagement element for setting the starting shift speed and the frictional engagement element for setting the high speed side shift speed, the starting shift speed is set. When the input / output rotational speed ratio of the friction engagement element for setting the speed reaches the second predetermined value, the friction engagement element for setting the high-speed gear is released to reach the second predetermined value. It is preferable that the frictional engagement element for setting the start gear is completely engaged after a lapse of a predetermined time from the time. As a result, gear shifting from the high-speed gear stage to the start gear stage is performed with the transmission input shaft almost completely stopped, resulting in a smoother in-gear gear shift.

[Brief description of drawings]

FIG. 1 is a schematic diagram showing a configuration of an automatic transmission in which shift control is performed by a shift control device according to the present invention.

FIG. 2 is a hydraulic circuit diagram that constitutes a shift control device according to the present invention.

FIG. 3 is a hydraulic circuit diagram that constitutes a shift control device according to the present invention.

FIG. 4 is a hydraulic circuit diagram that constitutes a shift control device according to the present invention.

FIG. 5 is a graph showing changes over time in operating states of solenoid valves and various variables in shift control by the shift control device according to the present invention.

FIG. 6 is a flowchart showing shift control contents by the shift control device according to the present invention.

FIG. 7 is a flowchart showing shift control contents by the shift control device according to the present invention.

FIG. 8 is a flowchart showing another shift control content by the shift control device according to the present invention.

FIG. 9 is a flowchart showing another shift control content by the shift control device according to the present invention.

FIG. 10 is a graph showing changes over time of operating states of solenoid valves and various variables in shift control by different shift control devices according to the present invention.

[Explanation of symbols]

 3 Transmission input shaft 4 Transmission output gear 10 Hydraulic pump 20 Regulator valve 25 Manual valve 30 Reducing valve 35 L-H shift valve 40 FWD switching valve 45 REV switching valve 50 Delivery valve 55 Relief valve

 ─────────────────────────────────────────────────── ─── Continuation of the front page (72) Inventor Kazumi Sato 1-4-1 Chuo, Wako-shi, Saitama Inside Honda R & D Co., Ltd. (72) Inventor Takamichi Shimada 1-4-1 Wako-Chu, Saitama No. Stock Company Honda Technical Research Institute

Claims (6)

[Claims] 1. A power transmission gear train, which is arranged between an input member and an output member, and in which at least a plurality of forward power transmission paths can be selectively set, and a plurality of power transmission gear trains for selectively setting the power transmission paths. A frictional engagement element and an engagement control means for controlling engagement of the frictional engagement element, and at least a forward range for setting a forward stage and a neutral range for cutting off power transmission between the input / output members. In the shift control device for an automatic transmission that can set, the engagement control means, when it is detected that the neutral range is switched to the forward range,
The engagement control of the frictional engagement element for setting the starting speed change step and the frictional engagement element for setting the high speed side speed change step in the forward power transmission path is started, and the high speed side speed change step is performed. Frictional engagement element for setting the starting gear stage and releasing the unnecessary frictional engagement element for setting the starting gear stage when the frictional engagement element for setting When the engagement of the frictional engagement element for setting the starting shift speed and the frictional engagement element for setting the high speed shift speed is engaged, the high speed shift speed is set. The hydraulic pressure supplied to the friction engagement element for the high speed side shift stage is set so that the friction engagement element for performing the engagement is engaged earlier than the friction engagement element for setting the start shift stage. A shift control device for an automatic transmission characterized by: 2. The engagement control means at least engages a frictional engagement element for setting the starting gear stage when it is detected that the neutral range is switched to the forward range. The shift control device for an automatic transmission according to claim 1, wherein the frictional engagement element for setting the high-speed gear shift stage is started before the engagement is actually started. 3. The engagement control means controls engagement of a frictional engagement element for setting the starting gear stage when it is detected that the neutral range is switched to the forward range. The shift control device for an automatic transmission according to claim 1, wherein the shift control device is started before the engagement control of the friction engagement element for setting the high-speed gear is started. 4. When the in-gear detecting means detects that the neutral range has been switched to the forward range, the hydraulic pressure supplied to the friction engagement element for setting the starting gear is gradually increased. A command value to be increased is output, and at the same time, the hydraulic pressure supplied to the friction engagement element for setting the shift speed of the second speed or higher is maximized only for a predetermined time, and after a predetermined time elapses, a predetermined operation is performed. The shift control device for an automatic transmission according to claim 1, wherein a command value for changing to a required hydraulic pressure is output. 5. The hydraulic pressure supplied to the friction engagement element for setting the high-speed gear when the in-gear detection means detects that the neutral range has been switched to the forward range, Until the input / output rotational speed ratio of the frictional engagement element for setting the start gear is the first predetermined value, the maximum value is set, and then the hydraulic pressure required for the predetermined engagement is changed. The shift control device for an automatic transmission according to claim 4, wherein the shift control device outputs a command value. 6. The start gear is set after the engagement control of the friction engagement element for setting the start gear and the friction engagement element for setting the high speed side gear is started. When the input / output rotation speed ratio of the friction engagement element for setting reaches the second predetermined value, the friction engagement element for setting the high speed side shift stage is released to reach the second predetermined value. 4. The shift control device for an automatic transmission according to claim 1, wherein the friction engagement element for setting the shift speed for starting is completely engaged after a predetermined time has elapsed from when .