JPH08277925A - Control device for automatic transmission - Google Patents

Abstract

PURPOSE: To prevent transmission shock, etc., by minutely determining proceeding states of transmission in the case that other transmission is determined during clutch-to-clutch transmission and an output has already been conducted for the clutch-to clutch transmission, and executing the other transmission according to the proceeding state. CONSTITUTION: A determination means 4 determines a transmission where a first frictional engagement device 1 is released, and a second frictional engagement device 2 is engaged, namely, clutch-to-clutch transmission. At that time, a multiple transmission means 5 determines whether or not, other transmission stage is required to be set. When it is YES, determination is further carried out whether or not the former determination is conducted before engagement starting determination due to an engagement starting determination means 6 for determining engagement starting of the frictional engagement device 2, or before engagement completion determination due to an engagement completion determination means 7 for determining engagement completion of the frictional engagement device 2. Different transmission command is output from a transmission command means 8 according to the determination results.

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 in an automatic transmission for a vehicle, and more particularly to a device for controlling a clutch-to-clutch shift.

[0002]

2. Description of the Related Art As is well known, an ordinary automatic transmission for a vehicle capable of setting a plurality of shifts sets a predetermined shift speed by appropriately engaging a friction engagement device such as a clutch or a brake. are doing. If a one-way clutch is used as the friction engagement device, the one-way clutch engages or disengages depending on the change in the way the torque acts due to the change in the engagement / release state of the other friction engagement device. The gear shift can be executed without aggravating the gear shift shock.

However, it is difficult to actuate the one-way clutch for all shifts due to the structural limitation of the gear transmission, and the one-way clutch is provided with a friction engagement device having a multi-plate structure for engine braking. It is also necessary to configure so that the gear transmission can be configured without using a one-way clutch because of space and weight constraints. Such a gear shift that does not involve the one-way clutch is a so-called clutch-to-clutch gear shift that simultaneously switches the engaged / released states of two or more friction engagement devices. This clutch-to-clutch shift is usually achieved by releasing a predetermined friction engagement device and engaging another friction engagement device, but during the transmission, these two friction engagement devices are engaged. If both the combination devices are substantially released, the engine will blow up.

In order to prevent such an inconvenience, in the invention disclosed in Japanese Utility Model Laid-Open No. 62-66046, a low engagement pressure residual means is provided to disengage the friction member on the disengagement side during clutch-to-clutch shifting. The torque capacity is left in the coupling device to prevent the two friction engagement devices from being released and the engine from being blown up accordingly.

[0005]

As described above, in the clutch-to-clutch shift, the torque capacity, that is, the engagement pressure, of the friction engagement device during the shift is different from that in the other shifts. It needs to be complicatedly controlled. Therefore, during the clutch-to-clutch shift control, if a shift in the opposite direction to that shift or a shift to another shift stage different from the shift stage achieved by the clutch-to-clutch shift is determined, The engagement / disengagement control of the friction engagement device cannot be executed as expected, and the gear shift shock may be aggravated.

For example, as described in the above-mentioned publication, when the shift pressure in the opposite direction to the shift is further judged in a state where the engagement pressure of the disengagement side frictional engagement device remains at a low pressure. Will engage the frictional engagement device leaving the fastening pressure at a low pressure. In that case, even if the engagement pressure is maintained at a low level, the friction engagement device is controlled to be released, so that the engagement pressure gradually decreases. Therefore, when the friction engagement device is controlled to the engagement side again, the engagement timing of the friction engagement device varies depending on the degree of reduction of the fastening pressure at the start of the engagement control, resulting in output A gear shift shock may be increased due to a rapid change in torque. This situation also applies when another shift is judged during clutch-to-clutch shift.

On the other hand, if another shift is determined during the clutch-to-clutch shift, the shift shock is likely to worsen as described above if a new shift is immediately executed. It is conceivable to execute the other shift after the two-clutch shift is completed. However, in such a shift control, the execution of the other shift is delayed, so that if the shift is a shift intended by the driver, there is an inconvenience that the driver feels a backlash due to the control delay. .

The present invention has been made in view of the above circumstances, and it is possible to execute another shift during clutch-to-clutch shift, that is, multiple shift without causing deterioration of shift shock or delay of shift. It is an object of the present invention to provide a control device for an automatic transmission that can achieve the above.

[0009]

In order to achieve the above object, the invention described in claim 1 is characterized by being configured as shown in FIG. That is, the invention described in claim 1 is a control device for an automatic transmission 3 that executes a predetermined gear shift by releasing the first friction engagement device 1 and engaging the second friction engagement device 2. , The clutch that determines that the shift is being executed.
Two-clutch shift determination means 4, multiple shift determination means 5 for determining the establishment of a state in which another shift should be performed during execution of the shift, and the second friction engagement device 2 during execution of the shift. Engagement determination means 6 for determining the engagement start of the
An engagement end judging means 7 for judging the end of engagement of the second frictional engagement device 2 during execution of the shift, and a point of time for judging the other shift by the multiple shift judging means 5.
Before and after the engagement start determination means 6 determines whether the second frictional engagement device 2 is engaged, or when the engagement end determination means 7 determines that the second frictional engagement device 2 is engaged. And a gear shift instructing means 8 for outputting gear shift instructions which are different from each other.

Further, in the invention described in claim 2, as shown in FIG. 2, the first friction engagement device 1 and the second friction engagement device 2 are both switched between the engaged and disengaged states. In the control device of the automatic transmission 3 for executing the shift between the second gear and the second gear and releasing the frictional engagement device of either one of the third gear at the third gear, A clutch for determining that a shift between the shift speed and the second shift speed is in progress.
Toe-clutch shift determination means 4 and multiple shift determination for determining that a state to shift to the third shift stage has occurred during execution of the shift determined by the clutch-to-clutch shift determination means 4. Means 5 and engagement state determination means 9 for determining the engagement state of the friction engagement device to be released at the third shift stage during the shift determined by the clutch-to-clutch shift determination means 4. During the gear shift determined by the clutch-to-clutch gear shift determination means 4 and before the engagement state determination means 9 determines the start of engagement of the frictional engagement device, the multiple shift determination means 5 determines the third shift. If it is determined that the shift to the gear position of
And a gear shift instructing means 8 for instructing a gear shift to the gear position.

According to the third aspect of the present invention, as shown in FIG. 3, the first friction engagement device 1 is released and the second friction engagement device 2 is engaged so that the first gear position is established. From the first gear stage to the first gear stage in the control device for the automatic transmission 3 in which the accumulator 10 is connected to the first friction engagement device 1.
The shift determining means 4-1 for determining that the friction engagement device 1 is released to shift to the set shift stage, and a state in which the shift to the first shift stage should be performed during the shift. Multiple shift determining means 5 for determining that, and the shift determining means 4
Engagement state determination means 9 for determining the engagement state of the first frictional engagement device 1 during the shift determined by -1.
When the engagement state determination means 9 determines the state of the first frictional engagement device 1 after the start of engagement and before the end of engagement, the multiple shift determination means 5 performs the first shift operation. When a shift to a gear is determined, a shift instruction means 8 for instructing a shift to the first shift after a predetermined time has elapsed from the shift determination is provided. is there.

[0012]

According to the first aspect of the present invention, when the gear shift in which the first frictional engagement device 1 is released and the second frictional engagement device 2 is engaged is performed, the clutch-to- The clutch shift determination means 4 makes the determination. Further, the engagement state of the second friction engagement device 2 during the shift is detected,
When the frictional engagement device 2 starts the engagement, the engagement start determination means 6 determines this, and when the frictional engagement device 2 ends the engagement, the engagement end determination means 7 determines this. to decide.
On the other hand, when a state in which another gear is to be set occurs during the above-described gear shift, the multiple gear shift determination means 5 determines the gear shift.
When the shift determination is made by the multiple shift determination means 5,
Although the shift to the shift stage is finally executed according to the shift determination, the determination by the multiple shift determination means 5 is made before or after the engagement start determination by the engagement start means 6 or at the engagement end determination. The gear shift instructing means 8 outputs different gear shift instructions depending on whether it is performed before or after the determination of the engagement end by the means 7. Therefore, in the case of a so-called multiple shift, the progress situation of the first shift is subdivided and judged, and the shift control according to each situation is executed, so that the shift delay and the deterioration of the shift shock are prevented.

According to the second aspect of the present invention, the first speed change step and the first speed change step are executed by switching the engagement / release states of the first friction engagement device 1 and the second friction engagement device 2 together. When the shift to the third shift stage set by releasing one of the friction engagement devices is performed during the shift between the second shift stage and the second shift stage, the shift is judged as a multiple shift. The means 5 determines. At the same time, the engagement state determination means 9 determines the engagement state of the friction engagement device to be released at the third speed. Then, before the friction engagement device starts engagement, the third shift determination means 5 determines the third
When it is determined that the gear shift to the third gear is made, the gear shift instructing means 8 issues a gear shift instruction to immediately execute the gear shift to the third gear, even during the so-called clutch-to-clutch gear shift. To do. Therefore, the shift to the third shift stage is carried out promptly without aggravating the shift shock, and the shift delay is avoided.

Further, in the invention described in claim 3, the first friction engagement device 1 to which the accumulator 10 is connected.
Is released and the second frictional engagement device 2 is engaged to shift the gear from the first gear to the second gear.
During the shifting from the first gear to the second gear, the first gear
When there is a state in which the gear shift stage should be set, the multiple shift determination means 5 determines this, and in this case, the engagement state determination means 9 determines the engagement state of the first friction engagement device 1. . If the engagement state of the first friction engagement device 1 determined by the engagement state determination means 9 is a state after the start of engagement and before the end of engagement, after a predetermined time has elapsed, The shift instructing means 8 gives an instruction to shift to the first speed. Therefore, the pressure is discharged from the accumulator 10 during the predetermined time, so that the hydraulic pressure is sufficiently discharged from the accumulator 10 to some extent during the shift to the first speed stage by the so-called multiple shift. The accumulator 10 does not reach the operating limit immediately when the hydraulic pressure is supplied to set the first gear, and as a result,
The pressure of the first frictional engagement device 1 is properly adjusted by the accumulator 10, and deterioration of gear shift shock is prevented.

[0015]

EXAMPLES The present invention will now be described based on examples. FIG. 4 is an overall control system diagram showing an embodiment of the present invention, which is an engine E to which an automatic transmission A is connected.
Has a main throttle valve 13 and a sub-throttle valve 14 located upstream thereof in the intake pipe line 12. The main throttle valve 13 is connected to an accelerator pedal 15 and is opened / closed according to the amount of depression of the accelerator pedal 15. 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 mainly composed of a central processing unit (CPU), a storage unit (RAM, ROM) and an input / output interface.
In Fig. 7, the engine (E /
G) Various signals such as rotational speed N, intake air amount Q, intake air temperature, throttle opening, vehicle speed, engine water temperature, and signals from brake switches 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 the electronic control unit 19 includes data such as throttle opening, vehicle speed, engine water temperature, and signals from the brake switch as data for control.
The shift position, the signal from the pattern select switch, the signal from the overdrive switch, the signal from the C0 sensor that detects the rotational speed of the clutch C0, which will be described later, the oil temperature of the automatic transmission, the signal from the manual shift switch, etc. are input. ing.

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 communication is possible, 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. 5 is a diagram showing an example of a gear train of the above-described automatic transmission A, and in the configuration shown here, five forward gears and one reverse gear are set. 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.

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 planetary gear mechanism 29 rotates as a whole when the multi-plate clutch C0 or the one-way clutch F0 is engaged, so that the intermediate shaft 33 rotates at 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 section 22 is provided with three sets of planetary gear mechanisms 40, 50, 60, and their rotary 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 and 5 of the first planetary gear mechanism 40 and the second planetary gear mechanism 50 are used.
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 automatic transmission A, it is possible to set five forward speeds and one reverse speed by engaging and disengaging each clutch and brake as shown in the operation table of FIG. In FIG. 6, 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. 6, 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 circuit shown in FIG. 7 is incorporated in the hydraulic control device 18 described above.

In FIG. 7, 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 elastic force of the spring 81 increases as the signal pressure supplied to the control port 88 increases. There is.

Further, reference numeral 89 in FIG. 7 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 a 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 and discharging hydraulic pressure to and 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 the port 114 of the 3-4 shift valve 72 via the 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. 7, reference numeral 121 indicates an accumulator for the second brake B2, to the back pressure chamber of which the accumulator control pressure adjusted according to the hydraulic pressure output by the linear solenoid valve SLN is supplied. There is. The accumulator control pressure is configured to be higher as the output pressure of the linear solenoid valve SLN is lower. Therefore, the second brake B
The transitional hydraulic pressure of engagement / disengagement 2 is changed to a higher pressure as the signal pressure of the linear solenoid valve SLN is lower.

Reference numeral 122 represents a C-0 exhaust valve, and reference numeral 123 represents an accumulator for the clutch C0. C-0 exhaust valve 1
Numeral 22 operates to engage the clutch C0 to apply the engine brake only in the second speed in the second speed range.

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.

As described above, the gear shift between the second speed and the third speed is performed by engaging the second brake B2 and the third brake B3.
It is a clutch-to-clutch shift that switches between the released state and the release state. The engagement pressure of the second brake B2 is controlled by the accumulator 121, and the engagement pressure of the third brake B3 is controlled by the linear solenoid valve SLU via the B-3 control valve 78. Therefore, when it is determined that another shift should be performed during the shift between the second speed and the third speed, that is, in the case of so-called multiple shift, both of the brakes B2 and B3 or the brakes It is necessary to control one of them in the opposite manner to the conventional control state.

In this case, after the gearshift output is performed, if the other subsequent gearshifts are uniformly prohibited or delayed until the clutch-to-clutch gearshift is completed, the delay of gearshift control becomes remarkable, and so-called A rattling sensation occurs, and on the contrary, if another subsequent shift is immediately performed, the engagement pressure in either one of the brakes may become inadequate and the shift shock may worsen. Therefore, the control device described above controls as follows.

FIG. 8 shows a control routine at the time of downshifting from the third speed to the second speed by clutch-to-clutch shift, and FIG. 9 shows a time chart. In step 1, "Yes"), the first flag F1 is set to "1" (step 2). The step 1 corresponds to clutch / toe / clutch shift determination means. When the shift determination is made, the shift output is performed after a predetermined time, and accordingly, step 3
Result is "yes", the first flag F1 is set to "0", and the second and third flags F are
2 and F3 are set to "1" (step 4).

The downshift from the third speed to the second speed is executed by releasing the second brake B2 and engaging the third brake B3 as described above. Therefore, the engagement state of the third brake B3 is determined in order to determine the shift condition. Specifically, it is determined whether the engagement of the third brake B3 has started (step 5), and if the engagement of the third brake B3 has started, the third flag F3 is set to "0". At the same time, the fourth flag F4 is set to "1" (step 6). It should be noted that the determination of the start of the engagement of the third brake B3 is made, for example, when the throttle opening is increased in the power-on state, for example, the input rotation speed starts to change toward the second speed synchronous rotation speed. Can be determined by detecting If the power is off, it can be determined by a timer.
Therefore, these steps 5 and 6 correspond to the engagement start determining means.

In step 7 following this, it is judged whether or not the engagement of the third brake B3 is completed. If the engagement is completed, the fourth flag F4 is set to "0" ( Step 8). The determination of the end of the engagement of the third brake B3 can be made based on the input rotation speed, the timer, or the control signal of the linear solenoid valve SLU. Therefore, these steps 7 and 8 correspond to the engagement end determining means.

Then, in step 9, it is judged whether or not the shift control is finished, and if the shift control is finished, the second flag F2 is set to "0" (step 10). The end of the shift control can be determined based on a control signal of the linear solenoid valve, a flag reset signal, or the like. It should be noted that if the judgment results of the judgment steps 1, 3, 5, 7, and 9 are "no", the process returns.

FIG. 10 is a flow chart for explaining the control in the case of multiple shift during the downshift from the third speed to the second speed. The clutch toe shift from the third speed to the second speed is performed.
It is determined that the clutch is being shifted (step 20).
When the determination of the shift to the first speed is established in the state of "YES" in step 21 ("YES" in step 21), it is determined whether the first flag F1 is "1" (step 22). Here, step 21 corresponds to the multiple shift determination means. As described above, the first flag F1 is a flag that is set to "1" between the shift determination from the third speed to the second speed and the shift output, so that the determination result of step 22 is "yes". ”
In the case of, the shift from the third speed to the second speed is determined, but the shift output is not performed, and the first shift control according to the state is executed (step 23).
For example, the control of the downshift to the first speed is executed instead of the downshift to the second speed.

On the other hand, when the first flag F1 is not set to "1", it is determined whether the third flag F3 is "1" (step 24). This third flag F3
Is a flag that is set to "1" between the shift output and the start of engagement as described above.
If the result of the determination in 4 is "yes", the state is in the so-called torque phase, and in this case, the second shift control according to the torque phase is performed (step 25). For example, the supply of the hydraulic pressure to the third brake B3 for shifting to the second speed is stopped, the pressure is discharged from the third brake B3, and the shift control to the first speed is executed.

Further, when the third flag F3 is not set to "1", it is judged whether or not the fourth flag F4 is set to "1" (step 26). Since the fourth flag F4 is set to "1" from the start of engagement of the frictional engagement device involved in gear shifting to the end of engagement as described above, this fourth flag F4 is " If it is set to "1", it means that the phase is in the inertia phase. Therefore, in this case, the third phase corresponding to the inertia phase
Shift control is performed (step 27). For example, the control of the clutch-to-clutch shift to the second speed is continued as it is, and the control of the shift to the first speed is executed when the engagement is completed.

When the fourth flag F4 is not set to "1", it is determined whether the second flag F2 is set to "1" (step 28). This second
The flag F2 is "1" from the shift output to the end of the shift.
If all the other flags F1, F3 and F4 are "0" as described above, it is determined that the second flag F2 is set to "1".
The state from the end of the engagement to the end of the gear shift is determined by the determination of. Therefore, in this case, the fourth shift control is executed according to the completion of the engagement (step 29). For example, the shift control to the first speed is immediately executed.

If the second flag F2 is not set to "1", it means that the downshift control from the third speed to the second speed has been completed, so that the multiple shift does not occur and therefore After returning, the routine of the normal shift control from the second speed to the first speed is executed. Incidentally, these steps 23, 25, 27 and 29 correspond to the shift instruction means.

As described above, according to the above-described control, the progress of the clutch-to-clutch shift is subdivided and determined even after the shift output, and the shift control according to each state is performed.・ Unnecessarily waiting for the end of the clutch shift, other shifts are delayed, or conversely, other shifts are started while the clutch-to-clutch shift is in progress and are involved in the shift. The hydraulic pressure of the friction engagement device is not properly controlled, and as a result, it is possible to prevent inconveniences such as deterioration of shift shock.

The above-mentioned control can be executed even in the case of continuous downshift from the fifth speed or the third speed to the first speed,
Examples thereof are shown in FIGS. 11 and 12. That is, FIG. 11 schematically shows the control routine, and first, it is judged whether or not the judgment of the continuous downshift from the fifth speed or the third speed to the first speed is established (step 3).
0). If the determination result is "yes", it is determined whether or not the shift output for the downshift to the second speed is being performed (step 31). Here, steps 30 and 31 correspond to clutch-to-clutch shift determination means and multiple shift determination means. Such a shift determination is established, for example, by depressing the accelerator pedal relatively slowly.

If this is shown in the time chart of FIG. 12,
While the vehicle is running at the 3rd speed, the throttle opening increases and the engine speed Ne and the output torque To increase. At about the same time, the determination of the downshift to the 2nd speed is established, and at a time t0 after a predetermined time. The shift output to the second speed is performed. Along with this, the duty ratio of the linear solenoid valve SLU is increased to a predetermined value at time t1 in order to increase the engagement pressure of the third brake B3. Then, when the throttle opening further increases, the shift output to the first speed is performed at time t3.

In this case, whether or not the shift output time to the second speed is less than or equal to the predetermined time, that is, the time point of the shift output to the first speed is the predetermined time from the shift output of the downshift to the second speed. It is determined whether or not it is within (step 32). The reference value for the determination is the time until the engagement of the third brake B3 for setting the second speed is started. Note that here, the so-called timer control by setting the reference value is
This is because, in the case of power-off / downshift, the engagement of the third brake B3 cannot be determined based on the input rotational speed, and the calculation is facilitated. Therefore, in the power-on state, the presence or absence of engagement of the third brake B3 may be determined from the change in the number of revolutions without performing control by the timer. Alternatively, the above-mentioned third flag F3
It may be determined whether or not is "0". Therefore, this step 32 corresponds to the engagement state determination means.

If the result of the determination in step 32 is "yes", it means that the third brake B3 has not started to be engaged but is in the so-called torque phase, so that the gear shift to the second speed has been output. Also, the downshift control from the third speed to the first speed is executed (step 33).

This control is shown by the solid line in FIG. 12, and the duty ratio of the linear solenoid valve SLU is, for example, 0%.
And is discharged from the third brake B3. Although not shown in FIG. 12, the second brake B2 is controlled and released by the accumulator 121 due to the shift valve being switched, and the first one-speed clutch is brought about by the engagement of the second one-way clutch F2. Is set.

Therefore, as shown by the solid line in FIG. 12, the engine speed Ne and the output torque To increase within a predetermined time, that is, the gear shift to the first speed is performed quickly, so that the so-called rattling feeling due to the gear shift delay is eliminated. To be done.

The downshift from the third speed to the first speed is executed even when the determination result of step 31 is "no" because the shift output to the second speed is not performed.

On the other hand, when the shift output time to the second speed exceeds the reference value, that is, when the shift output of the first speed exceeds the reference value from the shift output to the second speed. For example, the routine proceeds to step 34, where the shift control for the first speed during the clutch-to-clutch shift from the third speed to the second speed is executed. This is because, for example, the duty ratio of the linear solenoid valve SLU is gradually increased, the third brake B3 is further engaged, and the shift to the second speed is advanced, and thereafter, the duty ratio of the linear solenoid valve SLU is changed at a predetermined time. Achieve the first speed by sweeping down within the preset time. This control is shown by the broken line in FIG. 12, and the output torque To slightly increases due to the temporary increase in the engagement pressure of the third brake B3, but thereafter smoothly corresponds to the gear ratio of the first speed. The torque is increased and shift shock does not occur. In addition, delay in shifting is also avoided. The above steps 33 and 34 correspond to the shift instruction means.

The example of the so-called multiple shift described above is a case where the shift is continuous in the downshift direction, but the control device of the present invention can also be applied to the case of the multiple shift in which the shift direction is reversed. An example will be described below.

FIGS. 13 and 14 show the clutch toe.
During the shift from the third speed, which is a clutch speed change, to the second speed, the third speed
This is an example of the case where the shift to the high speed is determined. As shown in FIGS. 6 and 7, the third speed is set by engaging the second brake B2, and the hydraulic pressure of the second brake B2 is controlled by the accumulator 121. Therefore, when the downshift from the third speed to the second speed is executed, the pressure is exhausted from the second brake B2 and its accumulator 121. If the shift to the third speed is executed in the middle of this, the hydraulic pressure will be supplied to the second brake B2 again, and accordingly, the accumulator 12
Hydraulic pressure is sent to 1.

Since the piston of the accumulator 121 adjusts the positive pressure by moving the piston against the spring and the back pressure, the original pressure adjusting characteristic is ensured by the sufficient stroke of the piston. Show.
Therefore, as described above, when it is determined that the hydraulic pressure is to be supplied to the accumulator during the shift of discharging the pressure from the accumulator, in order to sufficiently secure the stroke of the piston of the accumulator 121, that is, in order to exert the necessary pressure adjusting characteristics. Then, control is performed as follows.

In FIG. 13, it is judged whether or not the clutch-to-clutch shift from the third speed to the second speed is in progress (step 40). It is determined whether or not the determination of the shift to the third speed is established (step 41). As shown in FIG. 14, such a determination is made when the accelerator pedal is once depressed to increase the throttle opening θ, and then the accelerator pedal is returned to decrease the throttle opening θ. Therefore, step 40 corresponds to the clutch-to-clutch shift determination means, and step 41 corresponds to the multiple shift determination means.

When the determination of the shift from the second speed to the third speed is established, that is, when the multiple shift during the clutch-to-clutch shift occurs, the progress of the first shift is determined (step 42). . Specifically, the engagement state of the third brake B3, which is engaged to set the second speed, is determined. This can be determined by, for example, whether the input speed has started to change toward the second speed synchronous speed, or whether the third flag F3 shown in FIGS. 8 and 9 is "0". It can be determined by whether or not. In the flowchart shown in FIG. 13, the determination is made by the third flag F3. Therefore, step 42 corresponds to the engagement state determination means.

If the result of the determination in step 42 is "yes", it means that the third brake B3 has started to be engaged and the second brake B2 has begun to be exhausted. In that case, the pressure is discharged from the accumulator 121 that regulates the engagement pressure of the second brake B2, and the piston moves back due to the spring and the back pressure, but at the time when the shift to the third speed is determined. The degree of return movement of the piston, in other words, the degree of exhaust pressure from the accumulator 121 is not uniquely determined. Therefore, in this case, the elapsed time T23 from time t10 when the shift output from the third speed to the second speed is performed.
However, it is determined whether or not exceeds the predetermined reference time α (step 43). The reference time α is not a fixed value but is set according to the throttle opening, the vehicle speed, and the like.

If the reference time α has not elapsed, the routine returns, and if the reference time has elapsed, the shift output from the second speed to the third speed is performed (step 44). That is, the output of the shift from the second speed to the third speed is delayed until the reference time α is exceeded. Specifically, as shown in FIG. 14, this control maintains the engagement pressure PB3 of the third brake B3 at a pressure that maintains the second speed, and t12 when the reference time α has elapsed.
At this point, the 2-3 shift valve 71 is switched and the duty ratio of the linear solenoid valve SLU is reduced.

Therefore, the speed change for engaging the second brake B2, which is discharging the pressure from the second brake B2, is delayed for a predetermined time, so that the accumulator 121, which regulates the pressure of the second brake B2, is sufficiently discharged to some extent. After that, the hydraulic pressure will be supplied to the second brake B2. Therefore, when the hydraulic pressure is supplied to the accumulator 121 with the supply of the hydraulic pressure to the second brake B2, the hydraulic pressure remaining in the accumulator 121 is small and the stroke of the piston is sufficiently secured.

Therefore, it is possible to prevent the piston from reaching the stroke end immediately after the hydraulic pressure is started to be supplied to the second brake B2, and the second brake B2 being suddenly engaged with it to cause a shock. To be done. In other words, the pressure adjustment of the second brake B2 at the time of shifting from the second speed to the third speed is performed as expected, and the shift shock becomes good.

The upshift to the third speed when the rotational change due to the shift from the third speed to the second speed occurs is as follows.
Although it is delayed for a predetermined time as described above, this upshift usually occurs in a power-off state in which the accelerator pedal is returned and the throttle opening is reduced, so that the delay in shifting does not give the driver a feeling of strangeness. .

On the other hand, the judgment result of step 42 is "no".
In the case of, the speed change to the third speed is immediately output (step 45). That is, if there is no change in rotation even during shifting from the third speed to the second speed, it means that the vehicle is substantially staying in the third speed. There is no inconvenience, such as a shock, even if the shift to is immediately executed. Note that steps 44 and 45 correspond to the shift instruction means.

In the examples shown in FIGS. 13 and 14, the third to third speeds are used as gear shifts for engaging the second brake B2 while releasing the second brake B2 connected to the accumulator 121. The case where the upshift to the 3rd speed occurs during the downshift to the 2nd speed has been described. However, the shift for supplying the hydraulic pressure immediately after the exhaust pressure from the accumulator 121 is the 3rd speed and the 2nd speed described above. Therefore, the control described above can be applied to other gear shifts.

In the above embodiment, the control device for the automatic transmission provided with the gear train shown in FIG. 5 and the hydraulic circuit shown in FIG. 7 has been described as an example. The present invention is not limited to the example, and can be applied to a control device for an automatic transmission having another gear train or a hydraulic circuit. Therefore, the shift control targeted by the control device of the present invention is not limited to the shift between the third speed and the first speed.

[0073]

As described above, according to the control device of the present invention, when another shift is determined during the clutch-to-clutch shift, the output for the clutch-to-clutch shift is performed. Even after the shift, the progress of the shift is further subdivided and determined, and the other shifts are executed in accordance with the progress of each shift. Multiple shifts during clutch-to-clutch shifts can be performed without causing a rattling sensation due to delay.

Particularly, in the invention described in claim 2, when the shift for releasing the friction engagement device is determined during the clutch-to-clutch shift for engaging the predetermined friction engagement device, Before the engagement of the friction engagement device in the clutch-to-clutch shift is started, other shifts subsequent thereto are immediately executed, so that the shift delay can be avoided without worsening the shift shock. .

According to the third aspect of the present invention, when it is determined that the hydraulic pressure is to be supplied to the accumulator during the speed change in which the pressure is discharged from the accumulator, if a substantial rotation change occurs, The time for releasing the pressure from the accumulator is secured, and after that, the gear change to supply the hydraulic pressure to the accumulator is executed, so that it is possible to prevent the deterioration of the gear shift shock due to the so-called end contact of the accumulator, and it is possible to avoid the delay of the gear shift it can.

[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 showing the invention described in claim 3 by functional means.

FIG. 4 is a block diagram schematically showing a control system of an embodiment of the present invention.

FIG. 5 is a diagram mainly showing a gear train of the automatic transmission.

FIG. 6 is a diagram showing an operation table for setting each shift speed.

FIG. 7 is a diagram showing a part of a hydraulic circuit.

FIG. 8 is a flowchart showing an example of a control routine for determining a progress state of a shift from the third speed to the second speed.

FIG. 9 is a time chart showing states of flags set in the control routine.

10 is a flowchart showing an example of a routine for instructing a shift control according to a shift progress state determined by the control routine shown in FIG.

FIG. 11 is a third example during a continuous downshift to the first speed.
5 is a flowchart showing an example of a control routine for controlling the shift from the first speed to the first speed.

FIG. 12 is a time chart when the control by the control routine shown in FIG. 11 is performed.

FIG. 13 is a flowchart showing an example of a control routine in the case where a shift to the third speed is determined during the shift from the third speed to the second speed.

FIG. 14 is a time chart when the control shown in FIG. 13 is performed.

[Description of Reference Signs] 1, frictional engagement device 3 automatic transmission 4 clutch-to-clutch shift determination means 4-1 shift determination means 5 multiple shift determination means 6 engagement start determination means 7 engagement end determination means 8 shift Instructing means 9 Engagement state judging means 10 Accumulator

 ─────────────────────────────────────────────────── ─── Continuation of front page (72) Inventor Takashi Ota 1 Toyota Town, Toyota City, Aichi Prefecture, Toyota Motor Co., Ltd. (72) Inventor Tsuyoshi Mikami 1 Toyota Town, Toyota City, Aichi Prefecture, Toyota Motor Co., Ltd. (72) Inventor Tetsuro Hamajima 1 Toyota-cho, Toyota-shi, Aichi Toyota Motor Co., Ltd.

Claims (3)

[Claims] 1. A control device for an automatic transmission, which executes a predetermined gear shift by releasing a first friction engagement device and engaging a second friction engagement device, wherein the gear shift is being executed. A clutch-to-clutch shift determination means for determining that the shift is to be performed, a multiple shift determination means for determining whether a state in which another shift should be performed during execution of the shift is established, and the second friction during execution of the shift. An engagement start determination means for determining engagement start of the engagement device; an engagement end determination means for determining end of engagement of the second friction engagement device during execution of the shift; and the multiple shift determination The determination time of the other gear shift by the means is before or after the determination of the engagement start of the second friction engagement device by the engagement start determination means is established, or the second friction engagement device of the second friction engagement device is determined by the engagement end determination means. Satisfaction of engagement end judgment Control apparatus for an automatic transmission, characterized by comprising a transmission instruction means for outputting different shift instruction from each other in response to a back and forth. 2. A gear shift between a first gear stage and a second gear stage is executed by switching both engagement and disengagement states of the first friction engagement device and the second friction engagement device. In the control device for the automatic transmission that releases one of the friction engagement devices at the third speed, the shift between the first speed and the second speed is being performed. Clutch-to-clutch shift determination means for determining, and multiplex for determining that a state to shift to the third shift stage has occurred during execution of the shift determined by the clutch-to-clutch shift determination means. A shift determining means; an engagement state determining means for determining an engagement state of the friction engagement device to be released at the third shift stage during the shift determined by the clutch-to-clutch shift determining means; Clutch toe clutch During the gear shift determined by the speed determination means, and before the engagement state determination means determines the engagement start of the friction engagement device, the multiple shift determination means determines the shift to the third shift stage. In this case, the control device for the automatic transmission is provided with a shift instruction means for instructing a shift to the third shift stage. 3. The first friction engagement device is disengaged and the second friction engagement device is engaged to disengage from the first gear stage to the second gear stage.
In the control device of the automatic transmission, which executes the shift to the first shift stage, and which has the first friction engagement device connected to the accumulator, releases the first friction engagement device from the first shift stage. A shift determining means for determining that a shift is being performed to a shift speed set by the above, a multiple shift determining means for determining that a state in which the shift to the first shift speed should occur during the shift is performed, Engagement state determination means for determining the engagement state of the first friction engagement device during the shift determined by the shift determination means, and the engagement state determination means for starting the engagement of the first friction engagement device. When the shift to the first shift stage is judged by the multiple shift judging means while the state afterwards and before the end of engagement is judged, after a predetermined time has elapsed from this shift judgment. Instruct to shift to the first gear Control apparatus for an automatic transmission, characterized by comprising a speed instruction means.