JPH08261316A - Shift controller for automatic transmission - Google Patents

Abstract

PURPOSE: To smoothly shift an automatic transmission and prevent shift shock by shifting another shift stage after executing clutch-to-clutch shift to a shift stage in the adjacent to its shift stage in the case of skip upshifting from the shift stage, which is set without using a one-way clutch. CONSTITUTION: When skip shift from the second speed to the forth speed is judged based on that, for example, vehicle speed is increased in traveling at the second speed gear or a throttle opening is abruptly reduced, the third brake B3 is released by switching a 2-3 shift valve 71 and at the same time upshifting from the second speed to the third speed is executed by clutch-to-clutch shift for engaging the second brake B2. When it is judged that the upshift to the third speed is completed, shifting to the forth speed is executed, however, at that time, the forth speed stage is established by releasing the first one-way clutch along with engaging of the second clutch.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a device for controlling a shift of an automatic transmission for a vehicle, and more particularly to a device for controlling a jump shift including a clutch-to-clutch shift.

[0002]

2. Description of the Related Art It is well known that an automatic transmission for a vehicle employs a one-way clutch in order to facilitate shift control and reduce shift shock.
However, if only the one-way clutch is engaged,
Since the engine brake cannot be applied at that gear, it is necessary to provide a multi-plate frictional engagement device in parallel with the one-way clutch in order to apply the engine brake. The one-way clutch and the multi-plate frictional engagement device are both torque transmitting means for the same rotary element and functionally partially overlap each other. Therefore, in order to reduce the size and weight of the automatic transmission, it has been attempted to set a low-medium speed stage without using a one-way clutch, and as an example thereof, the automatic transmission disclosed in Japanese Patent Laid-Open No. 6-341525 is disclosed. The second forward speed is set by the multi-disc clutch and the multi-disc brake instead of the one-way clutch.

The automatic transmission will be briefly described. The gear transmission is composed of a main transmission portion capable of setting four forward gears and an overdrive portion capable of setting two high and low gears. In forward first speed to fourth speed, the overdrive portion is directly connected so that the entire body rotates integrally, and in first speed, the second one-way clutch is generated by engaging the first clutch in the main transmission portion. Is engaged, and at the third speed, the first one-way clutch is engaged with the engagement of the first clutch and the second brake. On the other hand, in the second speed, the first clutch and the third brake are engaged, so that the second speed can be set without engaging any one-way clutch in the main transmission portion. Since the one-way clutch for the second speed is unnecessary, it is possible to reduce the size and weight of the automatic transmission.

[0004]

Generally, in an automatic transmission for a vehicle, the shift is determined based on the running state of the vehicle such as vehicle speed and throttle opening. Therefore, if the vehicle speed is greatly increased or the sroll opening is sharply increased, a so-called interlaced shift to a shift position two steps above may be determined. If the shift speed set when the jump shift is determined is the shift speed set without engaging the one-way clutch like the forward two shifts in the above-described automatic transmission, the jump shift is performed. As such, it is a clutch-to-clutch shift that simultaneously switches the engaged and disengaged states of the two friction engagement devices. However, the conventional automatic transmission described above is a clutch-to-clutch clutch between the second speed and the third speed because the gear shift between the second speed and the third speed is a clutch-to-clutch speed change. Although it has a hydraulic circuit for smooth shifting, it does not have a hydraulic circuit for executing Clutch, Toe, and Clutch shifting by interlaced shifting. There are inconveniences such as doing.

Therefore, in the case of the upshift from the second speed by the interlaced shift, it is conceivable that the shift is executed step by step in order to avoid clutch-to-clutch shift as much as possible. However, in the above-described automatic transmission, the gear shift between the second gear and the third gear that are adjacent to each other is the clutch-to-clutch gear shift. Even if it is achieved by shifting, clutch-to-clutch shifting will inevitably intervene in the middle. The shift control is executed by detecting a rotational change of a predetermined rotary element such as an input rotational speed and controlling the hydraulic pressure of the friction engagement device based on the rotational change. When performing continuous shifting including shifting, the clutch
The next shift may be started during the execution of the two-clutch shift, and as a result, unexpected fluctuations in rotation may occur due to torque fluctuations, which may worsen the shift shock or cause the engine to blow up. Maybe it was.

[0006] Such a situation also applies to a downshift due to an interlaced shift including clutch-to-clutch shift, such as a downshift from the fourth speed or the fifth speed to the second speed in the above-mentioned automatic transmission. It is the same.

The present invention has been made in view of the above circumstances, and an object of the present invention is to provide a shift control device for an automatic transmission, which includes a clutch-to-clutch and can smoothly perform an interlaced shift. Is.

[0008]

In order to achieve the above object, the invention described in claim 1 is as follows, as shown in FIG.
Predetermined nth stage and n + th one stage higher than this nth stage
The gear shift between the first stage and the second stage is determined by two predetermined friction engagement devices 1 and 2.
In the shift control device for the automatic transmission 3, which is a clutch-to-clutch shift process that is performed by releasing one of the friction engagement devices 1 and engaging the other friction engagement device 2, Interlaced upshift determination means 4 for determining that an upshift should be made to the m-th stage on the high speed side of two or more stages.
And this interlaced upshift determination means 4
First upshift instructing means 5 for instructing a first upshift from the nth stage to the (n + 1) th stage when an upshift from the stage to the mth stage is determined, and the end of the first upshift. First upshift end determination means 6 for determining
And a second upshift instructing means 7 for instructing a second upshift from the (n + 1) th stage to the mth stage after it is determined that the first upshift has ended. Is.

According to the second aspect of the present invention, as shown in FIG. 2, a gear shift between a predetermined n-th gear and an (n + 1) -th gear which is one speed higher than the n-th gear is a predetermined gear shift. The shift control of the automatic transmission 3 is a clutch-to-clutch shift in which one of the two friction engagement devices 1 and 2 is released and the other friction engagement device 2 is engaged. In the apparatus, an interlaced downshift determination means 8 for determining that a downshift should be performed from the mth stage, which is higher than the nth stage by at least two stages, to the nth stage, and the interlaced downshift determination means 8 causes the mth stage. From the mth stage to the (n + 1) th stage when a downshift from the first stage to the nth stage is determined.
Downshift instruction means 9 for instructing downshift of
A first downshift end determination means 10 for determining the end of the first downshift, and a second downshift from the (n + 1) th stage to the nth stage after the end of the first downshift is determined. And a second downshift instruction means 11 for instructing.

[0010]

According to the first aspect of the present invention, when the driving state changes to the setting of the m-th gear while the vehicle is traveling at the n-th gear, the jump upshift determination means 4 causes the jumping upshift determining means 4 to shift from the nth gear to the m-th gear.
The upshift to the stage is determined. When this shift determination is established, an upshift to the m-th gear is not instructed, and the first upshift instruction means 5 first shifts from the n-th gear to the (n +) th gear.
Upshift to 1st gear is instructed. This upshift is a clutch-to-clutch shift, and no further upshift is instructed until the shift is completed. The end of the first upshift is judged by the first upshift end judging means 6, and when the end judgment is satisfied, the second upshift instruction means 7 is formed.
Indicates an upshift from the (n + 1) th stage to the mth stage.
Therefore, another shift is not executed in the middle of the clutch-to-clutch shift, so that the shift progresses smoothly and deterioration of shift shock and engine upswing are prevented.

According to the second aspect of the invention, when the vehicle is traveling at the mth stage and the driving state changes to the nth stage, the jump downshift determining means 8 shifts from the mth stage to the nth stage. Downshift is determined. When this shift determination is established, the downshift to the n-th gear is not instructed, but the downshift from the m-th gear to the (n + 1) -th gear is first instructed by the first downshift instruction means 9. This downshift is a clutch-to-clutch shift, and no further downshift is instructed until this shift is completed. The end of the first downshift is judged by the first downshift end judging means 10, and when the end judgment is satisfied, the second downshift instruction means 11 downshifts from the (n + 1) th stage to the nth stage. Give instructions. Therefore, since the clutch-to-clutch shift is not executed while the rotation change due to the other preceding shift is occurring, the clutch-to-clutch shift is properly executed, and the shift control malfunction or Deterioration of gear shift shock or engine upstroke caused by the shift can be prevented.

[0012]

Embodiments of the present invention will now be described with reference to the drawings. The embodiment described below is an example in which the present invention is applied to the control device for the automatic transmission described in Japanese Patent Laid-Open No. 6-341525.

FIG. 3 is an overall control system diagram showing an embodiment of the present invention. In an engine E to which an automatic transmission A is connected, an intake pipe 12 has a main throttle valve 13 and its upstream side. Sub throttle valve 14 located on the side
And have. The main throttle valve 13 is connected to an accelerator pedal 15, and the accelerator pedal 1
It is opened and closed according to the amount of depression of 5. The sub-throttle valve 14 is opened and closed by a motor 16. An engine electronic control unit (E-ECU) 17 for controlling the motor 16 for adjusting the opening of the sub-throttle valve 14 and for controlling the fuel injection amount and ignition timing of the engine E is provided. There is.
The electronic control unit 17 is a central processing unit (CPU).
The electronic control unit 17 mainly includes a storage device (RAM, ROM) and an input / output interface. The electronic control unit 17 has engine (E / G) rotation speed N and intake air amount Q as data for control. Various signals such as intake air temperature, throttle opening, vehicle speed, engine water temperature, and signals from the brake switch are input.

In the automatic transmission A, the hydraulic control device 18 controls gear shifting and lockup clutch, line pressure, or engagement pressure of a predetermined friction engagement device. The hydraulic control device 18 is configured to be electrically controlled, and also has first to third shift solenoid valves S1 to S3 for executing a shift and a first to third engine for controlling an engine braking state. 4 solenoid valve S4, linear solenoid valve SLT for controlling the line pressure, linear solenoid valve SLN for controlling the back pressure of the accumulator, linear for controlling the engagement pressure of a lock-up clutch or a predetermined friction engagement device A solenoid valve SLU is provided.

An electronic control unit (T-ECU) 19 for an automatic transmission that outputs a signal to these solenoid valves to control gear shift, line pressure, accumulator back pressure, etc.
Is provided. This automatic transmission electronic control unit 19
Is a central processing unit (CPU) and a storage device (RA
M, ROM) and an input / output interface, and this electronic control unit 19 indicates throttle opening, vehicle speed, engine water temperature, signals from brake switch, and shift position as data for control. Signal, signal from pattern select switch, signal from overdrive switch, clutch C described later
A signal from a C0 sensor that detects the rotational speed of 0, an oil temperature of the automatic transmission, a signal from a manual shift switch, and the like are input.

The electronic control unit 19 for the automatic transmission and the electronic control unit 17 for the engine are connected to each other so that data can be communicated with each other, and the electronic control unit 17 for the engine transfers to the electronic control unit 19 for the automatic transmission. On the other hand, a signal such as the intake air amount per rotation (Q / N) is transmitted, and an instruction signal for each solenoid valve is sent from the automatic transmission electronic control unit 19 to the engine electronic control unit 17. A signal equivalent to, a signal instructing a shift speed, and the like are transmitted.

That is, the electronic control unit 19 for the automatic transmission
Is based on the input data and the map stored in advance, and the ON / OFF of the gear position and the lockup clutch is performed.
F, or the line pressure or the adjustment level of the engagement pressure is judged, and based on the judgment result, an instruction signal is output to a predetermined solenoid valve, and further judgment of fail or control based on it is performed. . In addition to controlling the fuel injection amount, the ignition timing, the opening degree of the sub-throttle valve 14, etc. based on the input data, the electronic control unit 17 for the engine also sets the fuel injection amount during the shift in the automatic transmission A. The output torque is temporarily reduced by reducing the amount, changing the ignition timing, or narrowing the opening of the sub-throttle valve 14.

FIG. 4 is a diagram showing an example of a gear train of the above-described automatic transmission A, and in the configuration shown here, it is configured to set five forward gears and one reverse gear. That is, the automatic transmission A shown here is used in the torque converter 20.
And a sub-transmission unit 21 and a main transmission unit 22. The torque converter 20 includes a lockup clutch 23.
The lock-up clutch 23 has a front cover 25 that is integrated with the pump impeller 24.
A member (hub) in which the turbine runner 26 and the turbine runner 26 are integrally attached
It is provided between 7 and. An engine crankshaft (not shown) is connected to a front cover 25, and a turbine runner 26 is connected to an input shaft 28.
Is connected to a carrier 30 of an overdrive planetary gear mechanism 29 that constitutes the subtransmission unit 21.

The carrier 3 in this planetary gear mechanism 29
A multi-plate clutch C0 and a one-way clutch F0 are provided between 0 and the sun gear 31. The one-way clutch F0 is engaged when the sun gear 31 rotates forward relative to the carrier 30 (rotates in the rotation direction of the input shaft 28). Further, a multi-plate brake B0 for selectively stopping the rotation of the sun gear 31 is provided.
The ring gear 3 which is an output element of the subtransmission unit 21
2 is connected to an intermediate shaft 33 which is an input element of the main transmission unit 22.

Therefore, in the sub-transmission unit 21, the entire planetary gear mechanism 29 rotates integrally when the multi-plate clutch C0 or the one-way clutch F0 is engaged, so that the intermediate shaft 33 has the same speed as the input shaft 28. It will rotate at low speed. Further, in the state where the brake B0 is engaged and the rotation of the sun gear 31 is stopped, the ring gear 32 is accelerated with respect to the input shaft 28 to rotate in the normal direction, and the high speed stage is established.

On the other hand, the main transmission unit 22 is provided with three sets of planetary gear mechanisms 40, 50, 60, and their rotating elements are connected as follows. That is, the sun gear 41 of the first planetary gear mechanism 40 and the sun gear 51 of the second planetary gear mechanism 50 are integrally connected to each other, and the ring gear 43 of the first planetary gear mechanism 40 and the carrier 52 of the second planetary gear mechanism 50 are connected. The third planetary gear mechanism 60 and a carrier 62 are coupled to each other, and the carrier 62 is coupled to an output shaft 65. Further, the ring gear 53 of the second planetary gear mechanism 50 is connected to the sun gear 61 of the third planetary gear mechanism 60.

In the gear train of the main transmission unit 22, it is possible to set a reverse gear and four gears on the forward side, and clutches and brakes therefor are provided as follows. First, the clutch will be described. The ring gear 53 and the third gear of the second planetary gear mechanism 50 which are connected to each other.
A first clutch C1 is provided between the sun gear 61 of the planetary gear mechanism 60 and the intermediate shaft 33, and the sun gear 41 of the first planetary gear mechanism 40 and the sun gear 51 and the intermediate shaft of the second planetary gear mechanism 50 are connected to each other. A second clutch C2 is provided between the first clutch 33 and the second clutch C3.

Next, the brake will be described. The first brake B1 is a band brake, and the sun gears 41, 5 of the first planetary gear mechanism 40 and the second planetary gear mechanism 50.
It is arranged to stop the rotation of 1. A first one-way clutch F1 and a second brake B2, which is a multi-disc brake, are arranged in series between the sun gears 41 and 51 (that is, the common sun gear shaft) and the casing 66. One way clutch F1 is sun gear 41,5
1 engages when trying to rotate in the reverse direction (rotation in the direction opposite to the rotation direction of the input shaft 28). The third brake B3, which is a multi-disc brake, is the first planetary gear mechanism 4
It is provided between the zero carrier 42 and the casing 66. Then, as a brake for stopping the rotation of the ring gear 63 of the third planetary gear mechanism 60, the fourth brake B4, which is a multi-disc brake, and the second one-way clutch F2 are provided in the casing 6.
6 and 6 are arranged in parallel. The second one-way clutch F2 is adapted to be engaged when the ring gear 63 tries to rotate in the reverse direction.

In the above-described automatic transmission A, it is possible to set five forward gears and one reverse gear by engaging and disengaging each clutch and brake as shown in the operation table of FIG. In FIG. 5, a circle indicates an engaged state, a circle indicates an engaged state during engine braking, a triangle indicates either engaged or disengaged, and a blank indicates a disengaged state.

As shown in the operation table of FIG. 5, the second
To change the speed between the third speed and the third speed, a clutch that changes the engaged / released states of the second brake B2 and the third brake B3 together.
Toe clutch shift. In order to smoothly perform this shift, the hydraulic control device 18 described above incorporates the hydraulic circuit shown in FIG.

In FIG. 6, reference numeral 70 indicates a 1-2 shift valve, reference numeral 71 indicates a 2-3 shift valve, and reference numeral 72 indicates a 3-4 shift valve. The communication state of each port of the shift valves 70, 71, 72 at each shift speed is determined by the respective shift valves 70, 71, 7
As shown on the lower side of No. 2. In addition, the number shows each gear stage. A third brake B3 is connected via an oil passage 75 to a brake port 74 that communicates with the input port 73 at the first speed and the second speed among the ports of the 2-3 shift valve 71. An orifice 76 is provided in this oil passage, and the orifice 76 and the third brake B3
A damper valve 77 is connected between and. The damper valve 77 sucks a small amount of hydraulic pressure to perform a buffering action when the line pressure is suddenly supplied to the third brake B3.

Reference numeral 78 is a B-3 control valve, and the engagement pressure of the third brake B3 is directly controlled by this B-3 control valve 78. That is, the B-3 control valve 78 includes a spool 79, a plunger 80, and a spring 81 interposed therebetween, and an oil passage 75 is connected to an input port 82 opened and closed by the spool 79. Output port 8 that is selectively communicated with input port 82
3 is connected to the third brake B3. Further, the output port 83 is connected to a feedback port 84 formed on the tip side of the spool 79. On the other hand, in the port 85 that opens at the location where the spring 81 is arranged, the port 86 that outputs the D range pressure at the third or higher speed of the 2-3 shift valve 71 is connected via the oil passage 87. It is in communication. A lockup clutch linear solenoid valve SLU is connected to a control port 88 formed on the end side of the plunger 80.

Therefore, the B-3 control valve 78
Is configured such that the pressure regulation level is set by the elastic force of the spring 81 and the hydraulic pressure supplied to the port 85, and the higher the signal pressure supplied to the control port 88, the greater the elastic force of the spring 81. There is.

Further, reference numeral 89 in FIG. 6 denotes a 2-3 timing valve. The 2-3 timing valve 89 has a spool 9 having a small diameter land and two large diameter lands.
0, the first plunger 91, the spring 92 arranged between them, and the spool 90, and the first plunger 9
1 and a second plunger 93 arranged on the opposite side. An oil passage 95 is connected to an intermediate port 94 of the 2-3 timing valve 89, and this oil passage 95 is
Of the ports of the 2-3 shift valve 71, the port 96 is connected to the port 96 that is communicated with the brake port 74 at the shift speed of the third speed or higher.

Further, the oil passage 95 is branched on the way to open the port 97 between the small diameter land and the large diameter land.
Is connected via an orifice. The port 98, which is selectively communicated with the port 94 at the intermediate portion, is the oil passage 9
It is connected to the solenoid relay valve 100 via 9. The lock-up clutch linear solenoid valve SLU is connected to the port opened at the end of the first plunger 91, and the second brake B2 is passed through the orifice at the port opened at the end of the second plunger 93. Connected.

The oil passage 87 is for supplying / discharging hydraulic pressure to / from the second brake B2, and a small diameter orifice 101 and an orifice 102 with a check ball are interposed in the middle thereof. Further, the oil passage 103 branched from the oil passage 87 has a large diameter orifice 10 provided with a check ball that opens when the pressure is exhausted from the second brake B2.
4 is interposed, and this oil passage 103 is connected to an orifice control valve 105 described below.

The orifice control valve 105 is a valve for controlling the exhaust pressure speed from the second brake B2, and the port 107 formed in the intermediate portion so as to be opened and closed by the spool 106 has the second brake B2.
The oil passage 103 is connected to a port 108 formed below the port 107 in the figure. A port 109 formed above the port 107 to which the second brake B2 is connected in the drawing is a port that is selectively communicated with the drain port, and the port 109 is connected to the port 109 via an oil passage 110. The port 111 of the B-3 control valve 78 is connected. The port 111 is a port that is selectively communicated with the output port 83 to which the third brake B3 is connected.

Of the ports of the orifice control valve 105, a control port 112 formed at the end opposite to the spring for pressing the spool 106 is connected to a port 114 of the 3-4 shift valve 72 via an oil passage 113. ing. This port 114 outputs the signal pressure of the third solenoid valve S3 at the shift speed of the third speed or lower, and the fourth speed.
It is a port for outputting the signal pressure of the fourth solenoid valve S4 at a shift speed higher than the high speed. Further, an oil passage 115 branched from the oil passage 95 is connected to the orifice control valve 105, and the oil passage 115 is selectively connected to the drain port.

Incidentally, the port 11 for outputting the D range pressure at the second or lower speed in the 2-3 shift valve 71.
6 through the oil passage 11 at the port 117 opening at the position where the spring 92 is arranged in the 2-3 timing valve 89.
8 are connected. Also 3-4 shift valve 72
Of these, a port 119, which is communicated with the oil passage 87 at a speed lower than the third speed, is connected to the solenoid relay valve 100 via an oil passage 120.

In FIG. 6, reference numeral 121 is an accumulator for the second brake B2, and reference numeral 122 is C.
A -0 exhaust valve is shown, and reference numeral 123 is an accumulator for the clutch C0. C-0
The exhaust valve 122 is a clutch C for applying the engine brake only in the second speed in the second speed range.
It operates so as to engage 0.

Therefore, according to the hydraulic circuit described above,
If the port 111 of the B-3 control valve 78 communicates with the drain, the engagement pressure of the third brake B3 can be directly regulated by the B-3 control valve 78, and the regulation level can be adjusted by the linear solenoid valve. SLU
Can be changed by If the spool 106 of the orifice control valve 105 is in the position shown in the left half of the figure, the second brake B2 can be communicated with the oil passage 103 through this orifice control valve 105, so that the large diameter orifice 104 is used. Exhaust pressure is possible and therefore the drain speed from the second brake B2 can be controlled. When a state in which the interlaced shift (multiple shift) including the shift between the second speed and the third speed is to be performed, the above-described control device according to the present invention performs the shift control as follows.

FIG. 7 schematically shows a control routine when the interlaced shift from the second speed to the fourth speed or the fifth speed is judged. First, the second speed to the fourth speed or the fifth speed.
It is determined whether or not a continuous upshift to high speed should be performed (step 1). The determination is made based on, for example, the vehicle speed increasing or the throttle opening rapidly decreasing while the vehicle is traveling at the second speed.

When the result of the determination in step 1 is "no", this routine is exited without performing any control. On the other hand, if continuous upshifts from the second speed are determined, an upshift from the second speed to the third speed is executed (step 2). This shift is a clutch-to-clutch shift in which the third brake B3 is released and the second brake B2 is engaged, and by switching the 2-3 shift valve 71 in FIG. The pressure is exhausted and the hydraulic pressure is supplied to the second brake B2. In that case, the second brake B2
The hydraulic pressure is controlled by controlling the back pressure of the accumulator 121 based on the output pressure of the linear solenoid valve SLN. The hydraulic pressure of the third brake B3 is controlled by changing the pressure regulation level of the B-3 control valve 78 by the signal pressure of the linear solenoid valve SLU. And these linear solenoid valves SLN,
The SLU is controlled based on the rotation speed of a predetermined rotating element such as the input rotation speed NC0.

After executing the upshift from the 2nd speed to the 3rd speed, it is determined whether or not the shift is completed (step 3). This end determination can be made in the case of power-on upshift, for example, when the input rotational speed NC0 becomes substantially equal to the product of the output rotational speed and the gear ratio of the third speed. Further, in the case of power-off / upshift, it is possible to determine the end of the shift by the passage of a predetermined time after the output of the shift.

When it is not judged that the shift to the third speed is completed, the routine returns to continue the control of the upshift to the third speed, and when it is judged that the upshift to the third speed is completed, The shift to the fourth speed or the fifth speed is executed (step 4). In that case, the upshift to the fourth speed is achieved by releasing the first one-way clutch F1 with the engagement of the second clutch C2 shown in FIG. The upshift to the fifth speed is achieved by setting the overdrive section 22 in the direct connection stage as described above. Therefore, neither of these upshifts results in a clutch-to-clutch shift.

FIG. 8 shows a time chart when the above-mentioned shift control is executed. This time chart is for the case of performing the interlaced shift from the 2nd speed to the 4th speed, and from the 2nd speed to the 3rd speed at the time t1 after a predetermined time from the time t0 when the upshift is judged. The shift to is output. Then, at the time t2 when it is determined that the shift is completed, the third
The shift from the fourth speed to the fourth speed is output.

Therefore, in the above shift control device, when the interlaced shift including the clutch-to-clutch shift is determined, the second control which can be controlled in accordance with the rotation fluctuation is performed.
The clutch-to-clutch shift from the third speed to the third speed is executed, and after the shift is completed, another upshift is executed. Therefore, it is possible to prevent a situation in which the gear shift to another gear is started during the gear shift from the second gear to the third gear and the rotation fluctuation occurs. In other words, the clutch
Since there is no torque fluctuation during the two-clutch shift, the shift is smoothly performed, and other shifts are similarly smoothly performed, so that a shift shock, engine blow-up, etc. are prevented.

Next, the downshift by the interlaced shift from the fifth speed or the fourth speed to the second speed will be described.
In FIG. 9, in step 10, the fifth speed or the fourth speed
It is determined whether or not a continuous downshift from the second speed to the second speed should be performed. This determination can be made based on the vehicle speed and the throttle opening, as in the case described above. If the result of this step 1 is "No",
If you exit this control routine, and if "yes",
First, a downshift to the third speed is executed (step 1
1).

If this downshift is a downshift from the fifth speed to the third speed, the overdrive portion 21 is directly connected and the second clutch C2 in the main transmission portion 22 is released to release the first shift. Directional clutch F1
The clutch-to-clutch shift does not occur because the gears are engaged. Also, downshifting from the 4th speed to the 3rd speed is not a clutch-to-clutch shift.

After outputting the above-mentioned downshift, it is judged whether or not the shift is completed (step 12). This end determination can also be made based on the input rotational speed NC0 and the output shaft rotational speed, or based on a timer. Then, after it is determined that the shift is completed, a downshift from the third speed to the second speed is executed (step 13).

FIG. 10 shows a time chart when the above downshift is executed. This time chart is for the case where a downshift from the 4th speed to the 2nd speed is performed, and the shift to the 3rd speed is made from the time t10 when the downshift is determined to a time t11 after a predetermined time. Is output. Then, at time t12 when the end of the shift is determined, a downshift from the third speed to the second speed is output.

Therefore, when the downshift is performed by the above interlaced shift, the downshift from the third speed, which is the clutch-to-clutch shift, to the second speed is independently performed. Can be smoothly performed, and therefore, it is possible to prevent deterioration of shift shock and engine upswing.

In the above-described embodiment, the automatic transmission provided with the gear train shown in FIG. 4 or the hydraulic circuit shown in FIG. 6 is targeted, so that the interlaced shift from the second speed or the interlaced shift to the second speed is performed. However, the present invention can be applied to a control device intended for an automatic transmission provided with a hydraulic circuit in the case of a gear train other than the above-mentioned gear train or hydraulic circuit, and therefore other than the second speed. The same control as the control shown in the above-described embodiment may be performed when performing the interlaced shift with respect to the shift stage. Further, various methods can be used to determine the end of the shift, depending on the target automatic transmission.

[0049]

As described above, according to the present invention,
In the case of an interlaced upshift from a gear set without using the one-way clutch, the clutch-to-clutch gear shift to the gear adjacent to the gear is executed, and then the gear shift to another gear. From clutch to
It is possible to prevent a situation in which the clutch shift is overlapped with another shift, and as a result, a smooth shift can be performed, which can prevent deterioration of shift shock and engine upswing.

When a downshift is performed by an interlaced shift to a gear set without engaging the one-way clutch, the clutch-to-clutch gear shift is performed after the shift to the gear one speed higher than the gear is completed. As described above, as in the case of the upshift, it is possible to effectively prevent the deterioration of the shift shock and the engine upswing.

[Brief description of drawings]

1 is a block diagram showing the invention described in claim 1 by functional means.

FIG. 2 is a block diagram showing the invention described in claim 2 by functional means.

FIG. 3 is a block diagram schematically showing a control system of an embodiment of the present invention.

FIG. 4 is a diagram mainly showing a gear train of the automatic transmission.

FIG. 5 is a diagram showing an operation table for setting each shift speed.

FIG. 6 is a diagram showing a part of a hydraulic circuit.

FIG. 7 is a flowchart schematically showing an example of an upshift control routine by jump-shifting from the second speed.

FIG. 8 is a time chart thereof.

FIG. 9 is a flowchart schematically showing an example of a control routine for downshifting by jumping to the second speed.

FIG. 10 is a time chart thereof.

[Explanation of symbols]

 1, 2 Friction Engagement Device 3 Automatic Transmission 4 Jump Upshift Judgment Means 5 First Upshift Indication Means 6 First Upshift End Judgment Means 7 Second Upshift Indication Means 8 Jump Downshift Judgment Means 9 First Downshift Instructing means 10 First downshift end judging means 11 Second downshift instructing means

 ─────────────────────────────────────────────────── ─── Continuation of the front page (72) Inventor Tetsuro Hamajima 1 Toyota-cho, Toyota-shi, Aichi Toyota Motor Co., Ltd.

Claims (2)

[Claims] 1. A speed change between a predetermined n-th gear and an (n + 1) -th gear which is one speed higher than the n-th gear releases one of the two predetermined frictional engagement devices. And a shift control device for an automatic transmission that is a clutch-to-clutch shift that is executed by engaging the other frictional engagement device, and upshifts from the n-th gear to the m-th gear on the higher speed side by two or more gears. An interlaced upshift determining means for determining what should be done, and a first upshift from the nth stage to the (n + 1) th stage when the interlaced upshift determining means determines an upshift from the nth stage to the mth stage. First to instruct shift
Upshift instruction means, first upshift end determination means for determining the end of the first upshift, and the nth after the end of the first upshift is determined
A shift control device for an automatic transmission, comprising: a second upshift instruction means for instructing a second upshift from the + 1st gear to the mth gear. 2. A speed change between a predetermined n-th gear and an (n + 1) -th gear which is one speed higher than the n-th gear releases one of the two predetermined friction engagement devices. In a shift control device for an automatic transmission that is a clutch-to-clutch shift that is executed by engaging the other frictional engagement device, an m-th to n-th speed higher than the n-th speed by two or more speeds. Interlaced downshift determining means for determining that downshifting to the next stage, and if the interlaced downshift determining means determines a downshift from the mth stage to the nth stage, the mth stage to the (n + 1) th stage First instructing the first downshift of
Downshift instruction means, first downshift end determination means for determining the end of the first downshift, and nth after the end of the first downshift is determined
A shift control device for an automatic transmission, comprising: a second downshift instruction means for instructing a second downshift from the + 1st gear to the nth gear.