JPH08291858A - Controller for automatic transmission - Google Patents

Abstract

PURPOSE: To effectively prevent blow-up in an engine just after a start of an inertia phase in clutch to clutch transmission. CONSTITUTION: In a controller for an automatic transmission device 203, transmission, in which the first friction engaging device 201 is engaged while the second friction engaging device 202 is released, is carried out for setting the preset transmission range. The controller is provided with a clutch to clutch transmission detecting means 204 detecting execution of transmission, an inertia phase determining means 205 determining a start of an inertial phase in the transmission, an output increase detecting means 206 detecting increase in a throttle opening in the inertial phase in the transmission, and a pressure increasing means 207 increasing an engaging pressure only for the first friction engaging device 201 when an increase in the throttle opening in the inertia phase is detected by means of the output increase detecting means 206.

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 so-called clutch-to-clutch shift.

[0002]

2. Description of the Related Art In the so-called clutch-to-clutch shift, when shifting from a predetermined shift stage to another shift stage, the friction engagement device engaged at the shift stage before the shift is released and the shift is performed. This is a gear shift in which another friction engagement device is engaged at a later gear. This kind of shift occurs in an automatic transmission configured to set an intermediate shift stage without using a one-way clutch, and an example thereof is described in Japanese Patent Laid-Open No. 5-157991.

In the automatic transmission described in this publication, the shift between the second speed and the third speed is a clutch-to-clutch shift, and when upshifting from the second speed to the third speed, for example, The shift pressure is achieved by gradually decreasing the engagement pressure of the third brake engaged at the second speed and gradually increasing the engagement pressure of the second brake engaged at the third speed.

[0004]

The upshift from the second speed to the third speed in the above automatic transmission is performed when the vehicle speed increases as the accelerator pedal is kept depressed to some extent or when the accelerator pedal is depressed. The determination is made when the pedal is returned to reduce the throttle opening. If more acceleration force is required during the shift, the accelerator pedal is further depressed to increase the throttle opening. When such depression of the accelerator pedal occurs during clutch-to-clutch shift, the third brake reduces the engaging force, and the engaging force of the second brake is not sufficiently increased. Therefore, the engagement force of these friction engagement devices is insufficient with respect to the input torque due to the depression of the accelerator pedal, and as a result, the engine may be blown up.

Since this engine blow-up is caused by insufficient engagement pressure of the friction engagement device involved in gear shifting, in order to prevent this, the engagement pressure of each of the above brakes should be set higher than usual. It is possible to regulate the pressure. However, the engagement force of the friction engagement device for executing the clutch-to-clutch shift needs to be adjusted in relation to each other in order to prevent a shift delay or a shock due to so-called tie-up. To increase the engaging force of those friction engagement devices for the purpose of preventing the engine from rising when the accelerator pedal is depressed, if the friction force of one friction engagement device changes, the friction force of the other friction engagement device changes. It is necessary to change the engagement force of the engagement device,
Further, it is necessary to control the one frictional engagement device to an engagement force suitable for the engagement force of the other frictional engagement device, which may result in extremely difficult control. In other words, it is possible to prevent the engine from rising due to the depression of the accelerator pedal during the clutch-to-clutch gear shift by increasing the engagement pressures of the friction engagement devices involved in the gear shift. In this case, inconvenience such as deterioration of gear shift shock occurs.

The present invention has been made in view of the above circumstances, and it is possible to perform clutch-to-clutch gear shifting when accelerator pedal depression occurs during gear shifting without causing inconvenience such as shock. It is an object of the present invention to provide a control device capable of performing the above.

[0007]

In order to achieve the above-mentioned object, the present invention engages a first friction engagement device 201 to set a predetermined shift speed, as shown in FIG. And a control device of the automatic transmission 203 for executing a shift for releasing the second frictional engagement device 202, the clutch-to-clutch shift detecting means 204 for detecting that the shift is being executed, Inertia phase determination means 205 for determining the start of the inertia phase in the shift, output increase detection means 206 for detecting an increase in the throttle opening during the inertia phase of the shift, and output increase detection means 206
Includes a pressure increasing means 207 for increasing the engagement pressure of only the first frictional engagement device 201 when an increase in the throttle opening during the inertia phase is detected. .

Further, according to the present invention, as described in claim 2, the input rotation speed detecting means 208 for detecting the input rotation speed of the automatic transmission 203, and the boosting means 207 are provided during the inertia phase. A second pressure increase for increasing the engagement pressure of the second friction engagement device 202 when the input rotation speed increases above a predetermined rotation speed after increasing the engagement pressure of the first friction engagement device 201. Means 209 may further be provided.

Further, according to the present invention, as described in claim 3, the one-way clutch 21 is connected to the input member 210.
1 and a rotating element 213 connected to the one-way clutch 211 via a multi-plate clutch 212 in parallel, and a sensor 214 for detecting the number of revolutions of the rotating element 213, and the multi-plate at the time of shifting. A drive for an automatic transmission 203 configured to release the clutch 211, which detects a driving state in which the automatic transmission 203 is driven by a torque from the input member 210 and a non-driving state in which the automatic transmission 203 is not driven. A state detecting means 215 is provided, and the inertia phase determining means 205 determines the start of the inertia phase based on the input rotational speed when the driving state is detected, and when the non-driving state is detected. The start of the inertia phase may be determined based on the elapsed time from the output of the shift.

[0010]

In the automatic transmission 203 targeted by the present invention,
The predetermined gear shift is executed by engaging the first friction engagement device 201 and disengaging the second friction engagement device 202. Such a shift is detected by the clutch-to-clutch shift detecting means 204, and in that case, the start of the inertia phase during the shift is judged by the inertia phase determining means 205. When the throttle opening is increased after it is determined that the inertia phase has started, the output increase detection means 206 detects this, and based on the detection result, the pressure increasing means 207 causes the engagement side first friction engagement device. Increase the engagement pressure of 201. Therefore, the target of the control due to the increase in the output during the shift is limited to one of the friction engagement devices, and the engagement pressure suitable for the input torque to the automatic transmission 203 can be adjusted. At the same time, inconvenience such as shock can be prevented.

According to the second aspect of the present invention, the input rotation speed detected by the input rotation speed detecting means 208 is not changed even though the engagement pressure of the first frictional engagement device 201 is increased. When it increases above a predetermined value, the second boosting means 20
Reference numeral 9 increases the engagement pressure of the second friction engagement device 202 on the release side. Therefore, since the two friction engagement devices 201 and 202 share and handle the torque, it is possible to prevent the engine from rising due to an increase in the throttle opening.

Further, in the structure described in claim 3, the sensor 214 detects the input rotation speed of the automatic transmission 3 as the rotation speed of the rotary element 213 to which the input torque is transmitted via the one-way clutch 211. Since the multi-plate clutch 212 that is configured and is in parallel with the one-way clutch 211 at the time of shifting is disengaged, the rotation speed of the rotating element 213 does not match the input rotation speed in the non-driving state. Even in the non-driving state, the inertia phase determination unit 205 determines the start of the inertia phase based on the elapsed time from the shift output, so that the pressure of the friction engagement device 201 is appropriately increased according to the increase in the throttle opening in the inertia phase. Can be run to.

[0013]

The present invention will be described below with reference to the embodiments shown in the drawings. The embodiments described below are examples in which the present invention is applied to a control device for an automatic transmission similar to the automatic transmission described in the above-mentioned Japanese Patent Laid-Open No. 5-157991.

FIG. 2 is an overall control system diagram, in which an engine E to which an automatic transmission A is connected has an intake pipe line 1 thereof.
2 has a main throttle valve 13 and a sub-throttle valve 14 located upstream thereof. 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 connected to the motor 1
It is designed to be opened and closed by 6.

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. It is provided.
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. A 4-solenoid valve S4, a linear solenoid valve SLT for controlling the line pressure and the accumulator back pressure, and a linear solenoid valve SLU for controlling the engagement pressure of a lockup clutch and a predetermined friction engagement device are 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 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. 3 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).

Therefore, when the one-way clutch F0 or the multi-plate clutch C0 is engaged, the input shaft 28, which is an input member, and the clutch drum of the multi-plate clutch C0 rotate integrally, so that automatic shifting is performed. A C0 sensor SE for detecting the rotation speed of the clutch drum of the multi-plate clutch C0 is provided as the input rotation speed of the machine A, and the C0 sensor SE is connected to the electronic control unit 19 for the automatic transmission. Further, a multi-plate brake B0 for selectively stopping the rotation of the sun gear 31 is provided. And this sub-transmission unit 21
The ring gear 32, which is an output element of, is connected to the intermediate shaft 33, which is an input element of the main transmission unit 22.

Therefore, in the subtransmission unit 21, the entire planetary gear mechanism 29 rotates as a unit 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 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, 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).

A third brake B3, which is a multi-disc brake, is provided between the carrier 42 of the first planetary gear mechanism 40 and the casing 66. Then, as a brake for stopping the rotation of the ring gear 63 of the third planetary gear mechanism 60, a fourth brake B4, which is a multi-disc brake, and a second one-way clutch F2.
And are arranged in parallel with the casing 66. 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 speeds and one reverse speed by engaging and disengaging each clutch and brake as shown in the operation table of FIG. In FIG. 4, 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.

Each gear stage shown in FIG. 4 is set in accordance with a traveling range selected by operating a shift lever (not shown), and the position of the traveling range selected by the shift lever is shown in FIG. Are arranged as follows. That is, the reverse (R) range position is arranged following the parking (P) range position, and the neutral (N) range position is provided following the R range at a position diagonal to the arrangement direction. The drive (D) range position is arranged parallel to the N range with the arrangement direction of the P range position and the R range position, and the fourth speed range position is a direction orthogonal to these arrangement directions. It is placed in a bent position. Further, the third speed range position is arranged in a direction parallel to the arrangement direction of the N range and the D range with respect to the fourth speed range position, and the second speed range position is similar to the N range position with respect to the R range position. The low (L) range position is provided at a position having the same relationship as the fourth speed range position with respect to the D range position.

Of the traveling ranges, the D range can achieve the five forward speeds shown in FIG. 4, while the fourth speed range has the fifth overdrive speed.
It is possible to achieve four forward speeds without speed, further to the third speed in the third speed range, to the second speed range to the second speed, and in the L range to the second speed. Only the first speed can be achieved.

As shown in the operation table of FIG. 4, 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.

Of the ports of the 2-3 shift valve 71, a third brake B3 is connected through an oil passage 75 to a brake port 74 communicating with the input port 73 at the first speed and the second speed. An orifice 76 is provided in this oil passage, and a damper valve 77 is connected between the orifice 76 and the third brake B3. 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, the port 85 which is opened at the position where the spring 81 is arranged has a port 86 for outputting the D range pressure at the third or higher speed of the 2-3 shift valve 71 and a second brake. B2 is in communication via an oil passage 87. 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. 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 in the middle 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 / 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.

Therefore, in this hydraulic circuit, when the spool 106 of the orifice control valve 105 is pushed down to the position shown in the right half of FIG. 6 and the port 107 is closed, the exhaust pressure from the second brake B2 is a small diameter orifice. When the spool 106 is pushed up to the position shown in the left half of FIG. 6, the port 107 communicates with the port 108. Since the second brake B2 also communicates with the large-diameter orifice 104, the exhaust pressure from the second brake B2 is rapidly performed. That is, the speed of exhaust pressure from the second brake B2 is configured to be switched between two modes, ie, slow and fast.

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.

The port 11 for outputting the D range pressure at the shift speed of the second speed or lower 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 denotes 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 SLT is supplied. There is. Note that the accumulator control pressure is configured to be higher as the output pressure of the linear solenoid valve SLT 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 SLT is lower.

Reference numeral 122 indicates a C-0 exhaust valve, and reference numeral 123 indicates 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.

In the above automatic transmission A, the third brake B3 is engaged at the second speed and the third brake B3 is engaged at the third speed.
Since the second brake B2 is engaged instead of the above, the shift between the second speed and the third speed is clutch-to-clutch shift. This shift is executed when the running state enters the third speed range due to an increase in vehicle speed or a decrease in throttle opening. If the accelerator pedal is operated during the shift and the throttle opening changes, the change occurs. The input pressure (rotational speed detected by the C0 sensor SE) NC0 due to the change of the timing or the throttle opening, the engagement pressure PB2 of each brake B2, B3,
PB3 is controlled differently.

7 to 9 are flowcharts showing an example of the control routine. Whether the D range or the "4" range in which the multi-plate clutch C0 of the subtransmission unit 21 is released at the second speed is selected. Whether or not it is first determined (step 1), and if neither of these ranges is selected, this routine is exited without performing any particular control. On the other hand, when the D range or the "4" range is selected, it is determined whether or not the upshift from the second speed to the third speed should be executed (step 2). If is not established, this routine is exited without performing any particular control. In addition,
This step 2 corresponds to the clutch-to-clutch shift detecting means in this invention.

When the upshift from the second speed to the third speed is determined, a shift output of the upshift from the second speed to the third speed is performed after a predetermined time has passed from the establishment of the determination (step 3). ). Then, it is determined whether or not the power is off (step 4). This is the idle switch ON /
The determination can be made based on not only the OFF state but also the throttle opening degree, the vehicle speed, and the like.

If the result of the determination in step 4 is "NO" because the power is on, it is determined whether the input speed NC0 has a relationship with the output speed No satisfying the following equation ( Step 5).

NC0 <No × ρ2−n where ρ2 is the gear ratio of the second speed and n is a predetermined value of about 50 rpm. That is, in step 5, it is determined that the input rotation speed has started to change from the rotation speed at the second speed toward the rotation speed at the third speed. Therefore, step 5 corresponds to the inertia phase determination means in this invention.

If the result of the determination in step 5 is "no",
That is, in the torque phase in which the input rotation speed has not changed even after the shift output is performed, it is determined whether or not the engine rotation speed increases with the depression of the accelerator pedal (step 6). This is, for example, second to the output speed No.
It can be determined whether or not the value obtained by subtracting the value obtained by multiplying the speed change ratio ρ2 from the input rotation speed NC0 exceeds a predetermined reference value. That is, it is determined that the input speed NC0 exceeds the speed in the second speed state. This step 6 corresponds to the output increase detecting means in this invention.

When an increase in engine speed due to depression of the accelerator pedal is not detected, that is, step 6
If the result of the determination is "NO", normal control is performed (step 7), and then the process returns to step 4. FIG. 10 shows changes in the engagement pressures PB2, PB3 of the brakes B2, B3, the input rotational speed NC0, and the output rotational speed No due to this normal control.

That is, the 2-3 shift valve 71 is switched according to the shift output, the pressure is discharged from the third brake B3, and the hydraulic pressure is supplied to the second brake B2. Third
The brake pressure PB3 is maintained at a predetermined pressure while the pack clearance of the second brake B2 is closed, and is gradually reduced as the second brake pressure PB2 increases. That is, by changing the duty ratio of the linear solenoid valve SLU
By gradually decreasing the pressure regulation level of the B-3 control valve 78, the engagement pressure PB3 of the third brake B3 is lowered. The engagement pressure PB2 of the second brake B2 changes according to the characteristics of the accumulator 121. After the start of the inertia phase, the third brake B3 is almost released, and the engagement pressure PB2 of the second brake B2 is feedback-controlled by the linear solenoid valve SLT to smoothly change the input rotational speed NC0. After the input rotation speed reaches the synchronous rotation speed of the third speed, the second control is performed as the end control.
The engagement pressure of the brake B2 is increased to a predetermined maximum value.

On the other hand, when the accelerator pedal is depressed in the torque phase and the throttle opening is increased, that is, when the result of the determination in step 6 is "yes", the respective brake pressures PB2 and PB3 are set to be smaller than those in the normal control. Increase it (step 8). Figure 1 shows the change in oil pressure when the control is performed.
The B-3 control valve 7 shown in FIG.
The signal pressure from the linear solenoid valve SLU for No. 8 is increased, that is, the pressure regulation level of the B-3 control valve 78 is increased. This control continues until the start of the inertia phase. Since the pack clearance of the second brake B2 is not blocked, the accumulator 1
Even if the back pressure of 21 is increased by the signal pressure of the linear solenoid valve SLT to increase the engagement pressure PB2, the engagement force of the second brake B2 is not particularly increased. Therefore, the engagement force of the third brake B3 on the disengagement side is substantially increased.

With this control, the engaging force, that is, the torque capacity of the third brake B3, which takes charge of the reaction torque for setting the second speed, increases in accordance with the increase in the output of the engine. 3 Brake of the engine due to slipping of B3 is prevented.

Next, the control after the inertia phase starts will be described with reference to FIG. This FIG. 8 corresponds to FIG.
When the judgment result of step 5 is "Yes" due to the start of the inertia phase, it is judged whether or not the engine speed increases with the depression of the accelerator pedal (step 9). . This is performed in the same manner as the control in step 6 described above.

When the engine speed increases due to the depression of the accelerator pedal, that is, when the result of the determination in step 9 is "yes", the engagement pressure PB2 of the second brake B2 is set to the normal pressure described above. It is increased more than in the case of control (step 10). This is performed, for example, by reducing the signal pressure of the linear solenoid valve SLT to increase the back pressure of the accumulator 121 for the second brake B2. A value selected from the map according to the estimated torque input to the automatic transmission A is adopted as the increase width. Therefore, this step 10 corresponds to the boosting means of the present invention.

Next, it is judged whether or not the input speed NC0 has a relation with the output speed No satisfying the following equation (step 11).

NC0 ≧ No × ρ2−n If this equation is satisfied, the input speed NC0 does not decrease toward the third speed synchronous speed, and the second speed is maintained or almost the second speed is maintained. It is shown that the rotational speed is increasing toward the 1st speed, and if the result of the determination in step 11 is "yes", the engagement pressure PB3 of the third brake B3 is increased (step 12). Therefore, this step 12 corresponds to the second boosting means in this invention.

The control of these steps 10 and 12 is also shown in FIG. That is, if the input rotational speed NC0 increases after the start of the inertia phase, the duty ratio of the linear solenoid valve SLT is controlled at that time and the engagement pressure PB2 of the second brake B2 is increased. If the input rotational speed NC0 is higher than the rotational speed at the second speed, the duty ratio of the linear solenoid valve SLU is further increased, and the pressure regulation level of the B-3 control valve 78 is increased to increase the third brake B3. Engaging pressure PB3
Is increased.

Therefore, when the input torque to the automatic transmission A increases, first, the engagement pressure PB2 of the second brake B2 that sets the third speed is increased, so that the torque capacity of the second brake B2 is suitable for the engine output. Will be
The engine is prevented from blowing up due to slipping of the brakes. If the input torque is even larger and the input speed NC0 tends to increase, it means that the input speed NC0 is changing toward the speed of the first speed, so when setting the second speed. The engagement pressure PB3 of the third brake B3 to be engaged is also increased to suppress the increase of the input rotational speed NC0. That is, it prevents the engine from rising.

Thus, in the above control, each brake B is
Since the engagement pressures PB2 and PB3 of 2 and B3 are increased in order, even if the input speed is increased in the inertia phase, if the speed is equal to or lower than the speed at the second speed, the synchronous rotation at the third speed is performed. If the input pressure of the second brake B2 is increased so as to change the rotation speed toward the rotational speed, and the input rotational speed NC0 increases beyond the rotational speed at the second speed, the third speed for setting the second speed is set. The engagement pressure PB3 of the brake B3 is also increased to decrease the input rotational speed NC0 toward the second speed and further toward the third speed. As a result, it is possible to prevent the engine from rising and to shift up to the third speed without aggravating the shift shock.

Then, the end of the engagement is judged (step 1
3). This can be determined, for example, by the input rotational speed NC0 being substantially equal to the second speed synchronous rotational speed.
If the result of this determination is "yes", the control is terminated, and if "no", it is determined whether or not the elapsed time from the shift output counted by the timer T has exceeded a preset time T0 ( Step 14). When the time T0 is not reached, the process returns to step 9, and when the time T0 is exceeded, this control is ended. That is, the timer T functions as a guard timer.

When it is not detected in step 9 that the engine speed has increased due to the depression of the accelerator pedal, the above-mentioned normal control is executed (step 1).
5). Then, the end of the engagement is determined (step 13).

Further, if the input rotational speed NC0 shows a decreasing tendency with the increase of the engagement pressure PB2 of the second brake B2, that is, if the result of the determination in step 11 is "NO", then the routine proceeds to step 13 to engage. Determine the end of.

Next, referring to FIG. 9, when the power-off state is judged after the shift output of the upshift from the second speed to the third speed, that is, when the judgment result of step 4 is "yes". Explain. This FIG. 9 shows the control process following the above-mentioned FIG. 7, and when the power-off state is judged, the value of the timer T counting the elapsed time from the shift output is the predetermined value T1. It is judged whether or not it has exceeded (step 16). If the result of the judgment is "yes", then the processing advances to step 9 shown in FIG. That is, it is determined that the inertia phase has started.

As described above, in the automatic transmission A shown in FIG. 3, the multi-disc clutch C0 of the sub-transmission unit 21 is released at the second speed. If the power is off in this state, the one-way clutch F0 is released. Is released, and the rotational speed of the multi-plate clutch C0 decreases. That is, since the rotation speed obtained by the C0 sensor SE does not reflect the input rotation speed NC0 (engine rotation speed), in this case, the start of the inertia phase is determined based on the elapsed time from the shift output. Therefore, the set time T1 is set as the time required for the pack clearance of the second brake B2 to be closed and the torque capacity of the second brake B2 to start increasing. This step 16
Corresponds to the inertia phase detecting means of the present invention.

The elapsed time T from the shift output is the set time T1
In the following cases, that is, when the result of the determination in step 16 is "NO", it is determined whether or not the engine speed increases with the depression of the accelerator pedal (step 17). This is performed in the same manner as the control in step 6 described above.

When the engine speed increases due to the depression of the accelerator pedal, that is, when the result of the determination in step 9 is "NO", normal control is executed (step 18). This state is the power-off state, and the input rotation speed is about to decrease toward the synchronous rotation speed of the third speed, so the engagement pressure of the third brake B3, which had set the second speed, is gradually increased. Decrease the speed and proceed with the shift. Specifically, the duty ratio of the linear solenoid valve SLU is gradually reduced.

On the other hand, if the result of the determination in step 17 is "yes", it means that the torque capacity of the friction engagement device is insufficient, so the engagement pressure of each brake B2, B3 is set to the normal value. Increase the pressure more than control (step 1
9). This control increases the back pressure of the accumulator 121 based on the signal pressure from the linear solenoid valve SLT, and increases the signal pressure from the linear solenoid valve SLU to the B-3 control valve 78 to increase the B-3 control valve. This is performed by increasing the pressure regulation level of 78. Since the pack clearance of the second brake B2 is not clogged, the engagement force of the second brake B2 does not particularly increase even when the pressure increase control of the engagement pressure PB2 is executed. Therefore, the third brake B3 on the release side is substantially
Will increase the engagement force of. And step 16
Return to

Therefore, according to the above-described control device, the engine output, that is, the automatic transmission, is in progress during the upshift from the second speed to the third speed, which is the clutch-to-clutch shift, and after the inertia phase starts. When the input torque to A increases, the engagement pressure PB2 of the second brake B2, which is the friction engagement device on the engagement side for setting the third speed that is the target shift speed, is increased to increase the torque capacity. To make up for. As a result, the engine is prevented from being blown up due to the insufficient torque capacity of the automatic transmission A, the shift to the third speed is promoted, and the upshift without the shift shock becomes possible.

In the above embodiment, the invention is applied to a device for an automatic transmission having a gear train or a hydraulic circuit shown in FIGS.
The description has been made by taking the control at the time of upshifting from the second speed to the third speed as an example, but the present invention is applied to a control device for an automatic transmission provided with a gear train or a hydraulic circuit other than the above gear train or hydraulic circuit. Therefore, the control for preventing the engine from rising due to the depression of the accelerator pedal in the inertia phase at the time of other clutch-to-clutch shifting can be similarly performed.

[0074]

As described above, according to the control device of the present invention, when the rotational speed increases with the increase of the throttle opening after the start of the inertia phase during the clutch-to-clutch shift. Is configured so as to increase the engagement force of the friction engagement device on the engagement side during the shift, it is possible to prevent the engine from rising due to insufficient torque capacity of the friction engagement device, and to accelerate the shift. Smooth shifting without delay is possible.

Further, particularly in the invention described in claim 2, since the engagement force of the friction engagement device on the disengagement side is also increased when the input rotational speed is further increased, the input rotational speed can be suppressed more effectively. Therefore, it is possible to prevent the engine from being blown up due to the insufficient torque capacity of the friction engagement device, to accelerate the gear shift, and to perform the smooth gear shift without delay of the gear shift.

Further, in the invention described in claim 3, the inertia phase judgment, which is a prerequisite for the control of the increase of the torque capacity of the friction engagement device, is determined by the so-called free state of the rotating element whose rotational speed is to be detected. In the power off state,
Since the control is performed by the timer, the pressure increase control of the friction engagement device with respect to the increase of the engine output in the inertia phase can be appropriately performed, and the engine blow-up and the shock can be more reliably prevented.

[Brief description of drawings]

FIG. 1 is a block diagram showing the present invention by functional means.

FIG. 2 is a block diagram schematically showing a control system of an embodiment of the present invention.

FIG. 3 is a diagram mainly showing a gear train of the automatic transmission.

FIG. 4 is a diagram showing an operation table for setting each shift speed.

FIG. 5 is a diagram showing an arrangement of shift positions for selecting each traveling range.

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

FIG. 7 is a flowchart showing a part of a control routine when the accelerator pedal is depressed during the upshift from the second speed to the third speed.

FIG. 8 is a flowchart showing another part of the control routine.

FIG. 9 is a flowchart showing still another part of the control routine.

FIG. 10 is a time chart mainly showing changes in brake pressure during clutch-to-clutch shifting from the second speed to the third speed in the power-on state.

FIG. 11 is a time chart mainly showing changes in the brake pressure when the accelerator pedal is depressed in the torque phase during clutch-to-clutch shift from the second speed to the third speed in the power-on state. .

FIG. 12 is a time chart mainly showing changes in brake pressure when the accelerator pedal is depressed in the inertia phase during clutch-to-clutch shift from the second speed to the third speed in the power-on state. .

[Explanation of symbols]

 201 first friction engagement device 202 second friction engagement device 203 automatic transmission 204 clutch-to-clutch gear shift detection means 205 inertia phase determination means 206 output increase detection means 207 boosting means 208 input speed detection means 209th 2 boosting means 210 input member 211 one-way clutch 212 multi-plate clutch 213 rotating element 214 sensor 215 drive state detecting means

Claims (3)

[Claims] 1. A control device for an automatic transmission, which executes a shift to engage a first friction engagement device and release a second friction engagement device to set a predetermined shift speed, wherein the shift is performed. Clutch-to-clutch gear shift detection means for detecting that the gear shift is being executed, inertia phase determination means for determining the start of the inertia phase in the gear shift, and detection of an increase in throttle opening during the inertia phase of the gear shift. Output increase detection means, and pressure increase means for increasing the engagement pressure of only the first friction engagement device when the output increase detection means detects an increase in the throttle opening during the inertia phase. A control device for an automatic transmission characterized in that 2. Input rotation speed detection means for detecting an input rotation speed of the automatic transmission; and the input rotation speed after the boosting means boosts the engagement pressure of the first friction engagement device during the inertia phase. 2. The automatic system according to claim 1, further comprising a second pressure increasing means for increasing the engagement pressure of the second friction engagement device when the number of rotations exceeds a predetermined number of revolutions. Transmission control device. 3. A rotating element connected to the input member via a one-way clutch and a multi-plate clutch in parallel with the one-way clutch, and a sensor for detecting the number of rotations of the rotating element. And the multi-disc clutch is configured to be disengaged at the time of shifting, and the automatic transmission is driven by torque from the input member and is not driven. In the case where a drive state detection means for detecting the inertia phase is further detected, the inertia phase determination means determines the start of the inertia phase based on the input rotation speed when the drive state is detected, and the non-drive state is detected. 3. The automatic transmission according to claim 1, wherein the start of the inertia phase is determined based on the time elapsed from the output of the shift. Control device.