JPH08338516A - Change gear controller of automatic transmission for vehicle - Google Patents

Abstract

PURPOSE: To provide a change gear controller of an automatic transmission for vehicle which can prevent the occurrence of change gear shock due to multiple gear change and non-driving running of a vehicle when clutch-to-clutch down gear change is performed. CONSTITUTION: In the case of single gear change in which the third to the second gear change is judged in a condition which is not in the other gear change period, clutch-to-clutch down shift gear change by means of a first clutch-toclutch gear change control means 160 is performed by a multiple gear change judgement means 166. In the case of multiple gear change in which the third to the second gear change which is clutch-to-clutch down shift gear change is judged in a period in which an engaging condition of brake B3 or B2 is changed, for example, in the first to the third gear change period or the second to the third gear change period, clutch-to-clutch down shift gear change for multiple gear change by means of a second clutch-to-clutch gear change control means 162 is performed by the multiple gear change judgement means 166. Consequently, the occurrence of gear change shock due to multiple gear change is suppressed favorably when clutch-to-clutch down gear change is performed.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a shift control device for an automatic transmission for a vehicle having a hydraulic friction engagement device in which an engagement hydraulic pressure is directly regulated by a pressure regulating valve.

[0002]

2. Description of the Related Art A plurality of gear stages are selectively connected to each other or to a fixed member according to a combination of actuations of a plurality of hydraulic friction engagement devices (clutch or brake). There is known an automatic transmission for a vehicle in which the above-mentioned alternative is achieved. In such an automatic transmission, normally, when the engagement operation of the one-way clutch is used, the gear stage is often switched by engagement or disengagement of one hydraulic friction engagement device. When the one-way clutch is not used for the purpose, a so-called gear position is switched by overlappingly performing the releasing operation and the engaging operation of the other of the pair of hydraulic friction engagement devices. The clutch-to-clutch shift may be executed. In such a clutch-to-clutch shift period, in order to generate a period in which one and the other hydraulic friction engagement devices have an engagement torque,
Hydraulic control is performed to adjust the release pressure of one hydraulic friction engagement device or the engagement pressure of the other hydraulic friction engagement device.

In the downshift of the clutch-to-clutch shift, the hydraulic friction engagement device on the engagement side is
The rising of the operating oil pressure is not controlled by the accumulator, but the rising of the engaging torque is controlled by directly adjusting the pressure by the pressure adjusting valve. For example, the shift control device described in Japanese Patent Laid-Open No. 6-341525 is that. The pressure regulating valve is directly controlled by the electronic control device or indirectly controlled via an electromagnetic valve driven by the electronic control device, so that the engagement side of the engagement side is controlled according to the signal degree of the shift. Engagement pressure control of the hydraulic friction engagement device is performed. For example, after the predetermined initial hydraulic pressure increase control is executed within the clutch-to-clutch down shift period, the engagement completion (synchronization completion) time is predicted, and a predetermined change rate is gradually increased before a predetermined time. Engagement pressure control for adjusting the operating oil pressure (engagement pressure) in the engagement side hydraulic friction engagement device is performed by a pressure adjustment valve controlled by an electronic control device.

[0004]

By the way, there is a case where the clutch-to-clutch down shift is judged and executed within a shift period during which the friction engagement device on the engagement side is changed from the engaged state to the released state. However, in the case of such a multiple shift, the operating hydraulic pressure (engagement pressure) in the hydraulic friction engagement device on the engagement side or the rotation speed of a rotating member such as the input shaft of the automatic transmission is not correct. Since it is confirmed, the operating pressure in the hydraulic friction engagement device on the engagement side is set so that the synchronization completion time is predicted as described above, and is gradually increased at a predetermined change rate from a predetermined time before that. When the engagement pressure control for adjusting the (combined pressure) is executed, the engagement-side hydraulic friction engagement device may be rapidly engaged and a shift shock may occur.

In some cases, the clutch-to-clutch down shift is executed by operating the shift operating member from the drive range to the engine braking range. Such an operation to the engine braking range is performed in a driving (power-on) state of the vehicle in order to increase the driving force of the vehicle, as well as in a non-driving (power-off) state of the vehicle to obtain an engine braking action. ) It may be performed while driving. However, in the driving traveling state described above, before the engagement-side hydraulic friction engagement device is engaged, the input shaft rotation speed of the automatic transmission (engine While the rotational speed) increases, the input shaft rotational speed of the automatic transmission decreases in the non-drive traveling state, and therefore changes in response to the engagement of the hydraulic friction engagement device on the engagement side. Since the changing direction of the input shaft rotation speed is opposite, if the engagement pressure control for executing the clutch-to-clutch down shift is applied in the non-driving traveling state of the vehicle as well as the driving traveling state of the vehicle, A shift shock of the automatic transmission may occur.

The present invention has been made in view of the above circumstances, and an object of the present invention is to prevent the occurrence of a shift shock due to multiple shifts or non-driving of a vehicle during clutch-to-clutch down shift. An object of the present invention is to provide a shift control device for an automatic transmission for a vehicle.

[0007]

The first object of the present invention to achieve the above object is to adjust the operating oil pressure in the first hydraulic friction engagement device directly by the pressure adjusting valve. , A shift control device for a vehicle automatic transmission of a type in which a clutch-to-clutch downshift shift is executed by releasing the second hydraulic friction engagement device and engaging the first hydraulic friction engagement device And (a) a first clutch-to-clutch shift for executing the clutch-to-clutch downshift shift within a period in which the engagement state of the first or second hydraulic friction engagement device is not changed. Control means, and (b) clutch-to-clutch downshift by the first clutch-to-clutch shift control means within a period during which the engagement state of the first or second hydraulic friction engagement device is changing. A second clutch-to-clutch shift control means for executing a clutch-to-clutch downshift shift different from the speed; and (c) the engagement state of the first or second hydraulic friction engagement device is changing. It is determined whether or not the clutch-to-clutch downshift shift is determined within the period. If the determination is negative, the clutch-to-clutch downshift shift is executed by the first clutch-to-clutch shift control means, and the determination is made. If the affirmative determination is made, the second clutch-to-clutch shift control means executes the clutch-to-clutch downshift shift operation.

[0008]

With this configuration, the clutch-to-clutch downshift shift is not determined during the period in which the engagement state of the first or second hydraulic friction engagement device is changing, and the single shift is not determined. In this case, the multiple shift determination means causes the first clutch-to-clutch shift control means to execute the clutch-to-clutch downshift shift, but the engagement state of the first or second hydraulic friction engagement device changes. In the case of the multiple shift in which the clutch-to-clutch downshift shift is determined within the certain period, the multiple shift determination means executes the clutch-to-clutch downshift shift for the multiple shift by the second clutch to clutch shift control means. To be made.

[0009]

Therefore, according to the present invention, the first
Alternatively, in the case of the multiple shift in which the clutch-to-clutch downshift shift is determined within the period in which the engagement state of the second hydraulic friction engagement device is changing, the first or second shift is performed.
The clutch-to-clutch downshift shift for multiple shifts, which is different from the single shift in which the clutch-to-clutch downshift shift is determined within the period in which the engagement state of the hydraulic friction engagement device of FIG. Since it is executed by the clutch-to-clutch shift control means, it is possible to suitably suppress the occurrence of a shift shock due to the multiple shift during the clutch-to-clutch down shift.

[0010]

A second object of the present invention for achieving the above object is to adjust the operating oil pressure in the first hydraulic friction engagement device directly by the pressure adjusting valve. If the manual downshift determination means determines that the clutch-to-clutch downshift is a manual shift operation, the second hydraulic friction engagement device is released and the first hydraulic friction engagement device is engaged. A shift control device for a vehicle automatic transmission of a type in which a clutch-to-clutch downshift shift is executed when the clutch-to-clutch downshift shift is determined by a manual operation and the vehicle is in a driving state. First clutch-to-clutch shift control means for executing the clutch-to-clutch downshift, and (b) manually operated clutch-to-clutch. A third clutch tow clutch that executes a clutch tow clutch downshift that is different from the clutch to clutch downshift by the first clutch to clutch shift control means when the downshift is determined and the vehicle is in the non-driving state. The shift control means and (c) it is determined whether the vehicle is in the driving traveling state or the non-driving traveling state, and when it is determined that the vehicle is in the driving traveling state, the clutch by the first clutch to clutch shift control means A vehicle drive running determination unit that executes a clutch-to-clutch downshift shift by the third clutch-to-clutch shift control unit when the two-clutch downshift shift is performed and it is determined that the vehicle is in the non-driving running state. is there.

[0011]

With this configuration, when the vehicle drive traveling determination means determines that the vehicle is in the drive traveling state, the first clutch to clutch shift control means is executed and the vehicle is in the non-drive traveling state. If it is determined that the clutch-to-clutch downshift shift for non-driving is executed, the third clutch-to-clutch shift control unit executes a clutch-to-clutch downshift shift that is different from the clutch-to-clutch downshift shift by the first clutch-to-clutch shift control unit. .

[0012]

Therefore, according to the present invention, when the clutch-to-clutch downshift is executed by the shift operation when the vehicle is in the non-driving traveling state, when the vehicle is in the driving traveling state. The clutch-to-clutch downshift shift for non-driving, which is different from the above, is executed by the third clutch-to-clutch shift control means, so that a shift shock due to the non-driving of the vehicle is preferably generated during the clutch-to-clutch down shift. Suppressed.

[0013]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of the present invention will be described below in detail with reference to the drawings.

FIG. 1 is a skeleton diagram showing an example of an automatic transmission for a vehicle, the shift of which is controlled by a shift control device according to an embodiment of the present invention. In the figure, the output of the engine 10 is input to the automatic transmission 14 via the torque converter 12,
It is adapted to be transmitted to the drive wheels via a differential gear unit and an axle not shown.

The torque converter 12 is the engine 1
0 pump impeller 18 connected to crankshaft 16
A turbine runner 22 connected to the input shaft 20 of the automatic transmission 14, a lock-up clutch 24 that directly connects the pump impeller 18 and the turbine runner 22, and a one-way clutch 26 prevent rotation in one direction. And a stator 28 that is installed.

The automatic transmission 14 includes a first transmission 30 for switching between high and low gears and a second transmission 32 for switching between reverse gear and four forward gears. The first transmission 30 includes an HL planetary gear device 34 including a sun gear S0, a ring gear R0, and a planet gear P0 rotatably supported by the carrier K0 and meshed with the sun gear S0 and the ring gear R0, a sun gear S0, and a carrier. The clutch C0 and the one-way clutch F0 are provided between the sun gear S0 and the housing 41, and the brake B0 is provided between the sun gear S0 and the housing 41.

The second transmission 32 is a first planetary gear unit 36 comprising a sun gear S1, a ring gear R1, and a planet gear P1 rotatably supported by the carrier K1 and meshed with the sun gear S1 and the ring gear R1.
, Sun gear S2, ring gear R2, and carrier K
2 and a second planetary gear unit 38, which is rotatably supported by the sun gear S2 and a ring gear R2 and is meshed with the sun gear S2 and the ring gear R2, and the sun gear S3, the ring gear R3, and the carrier K3, which are rotatably supported by the sun gear S2. S3 and a third planetary gear set 40 including a planet gear P3 meshed with the ring gear R3.

The sun gear S1 and the sun gear S2 are integrally connected to each other, the ring gear R1, the carrier K2 and the carrier K3 are integrally connected, and the carrier K3 is connected to the output shaft 42. The ring gear R2 is integrally connected to the sun gear S3. A clutch C1 is provided between the ring gear R2 and the sun gear S3 and the intermediate shaft 44, and the sun gear S1 and the sun gear S are provided.
A clutch C2 is provided between the shaft 2 and the intermediate shaft 44. In addition, a band-type brake B1 for stopping the rotation of the sun gear S1 and the sun gear S2 is provided on the housing 41.
It is provided in. A one-way clutch F1 is provided between the sun gear S1 and the sun gear S2 and the housing 41.
And the brake B2 are provided in series. The one-way clutch F1 is configured to be engaged when the sun gear S1 and the sun gear S2 try to rotate in the opposite direction to the input shaft 20.

A brake B3 is provided between the carrier K1 and the housing 41, and a brake B4 and a one-way clutch F2 are provided in parallel between the ring gear R3 and the housing 41. This one-way clutch F
2 is configured to be engaged when the ring gear R3 tries to rotate in the reverse direction.

In the automatic transmission 14 constructed as described above, for example, according to the operation table shown in FIG. 2, one of the reverse gears and the forward gears of which the gear ratios are sequentially different are switched to either one. In FIG. 2, a circle indicates an engaged state, a blank indicates a released state, and a ● indicates an engaged state during engine braking. As is clear from FIG. 2, the brake B3 is engaged during the gear shift to switch from the first gear stage or the third to fifth gear stages to the second gear stage, and the brake B3 is engaged from the second gear stage. The brake B2 is released when shifting to another gear.
Is engaged during a gear shift to switch from the second gear to the third gear. When shifting between the second gear and the third gear, there are a period in which the disengaging side of the brakes B2 and B3 has an engaging torque, and a period in which the engaging side has an engaging torque. The so-called clutch-to-clutch shift is performed in which the shift is advanced while the shifts overlap.

As shown in FIG. 3, a first throttle valve 52 operated by an accelerator pedal 50 is provided in an intake pipe of an engine 10 of a vehicle, and a throttle actuator is used for suppressing an engine output which is normally opened. A second throttle valve 56 controlled by 54 is provided. Further, an engine rotation speed sensor 58 for detecting the rotation speed N _E of the engine 10, an intake air amount sensor 60 for detecting the intake air amount Q of the engine 10, an intake air temperature sensor 62 for detecting the intake air temperature T _A , A throttle sensor 64 for detecting the opening degree θ _TH of the first throttle valve 52, a vehicle speed sensor 66 for detecting a vehicle speed V from the rotation speed N _OUT of the output shaft 42, a cooling water temperature T _{W of the} engine 10.
A coolant temperature sensor 68 for detecting a brake switch 70 for detecting the operation of the brake, and an operation position sensor 74 for detecting an operation position P _SH of the shift lever 72 is provided, from the sensors, the engine rotational speed N _E , Intake air amount Q, intake air temperature T _A , first throttle valve opening θ _TH , vehicle speed V, engine cooling water temperature T _W , brake operating state BK, shift lever 72 operating position P _SH The electronic control unit 76 and the electronic control unit 78 for shifting are supplied. Further, from the input shaft rotation sensor 73 for detecting the input shaft rotation speed N _E of the automatic transmission 14, that is, the rotation speed N _C0 of the clutch C0, the input shaft rotation speed N _E, that is, the rotation speed N of the clutch C0.
A signal representing _C0 is supplied to the electronic shifting control device 78.
Further, the oil temperature sensor 75 for detecting the hydraulic oil temperature T _OIL of the hydraulic control circuit 84 supplies a signal representing the hydraulic oil temperature T _OIL to the electronic shift control device 78.

Further, as shown in FIG. 4, the shift lever 72 is operated to the P range, the R range, the N range, the D range, the 4 range, the 3 range, the 2 range, and the L range located in the front-rear direction of the vehicle. At the same time, the support mechanism is configured such that the range between the D range and the 4 range and the range between the 2 range and the L range are operated in the left-right direction of the vehicle.

The electronic control unit for engine 76 includes a CPU,
A so-called microcomputer having a RAM, a ROM, and an input / output interface, the CPU processes an input signal according to a program stored in the ROM in advance while utilizing a temporary storage function of the RAM, and executes various engine controls. For example, the fuel injection valve 80 is controlled to control the fuel injection amount, the igniter 82 is controlled to control the ignition timing, a bypass valve (not shown) is controlled to control the idle speed, and the throttle actuator is controlled to control the traction. The second throttle valve 56 is controlled by 54. The engine electronic control unit 76 is communicably connected to a shift electronic control unit 78, and a signal required for one is appropriately transmitted from the other.

The electronic shift control device 78 is also a microcomputer similar to that described above, and the CPU uses the temporary storage function of the RAM while processing the input signal in accordance with the program stored in the ROM in advance, and the hydraulic control circuit 84. Each solenoid valve or linear solenoid valve is driven. For example,
The electronic shift control device 78 includes a linear solenoid valve SLT for generating a throttle pressure P _TH having a magnitude corresponding to the opening θ _TH of the first throttle valve 52, and a linear solenoid valve SLT for controlling the accumulator back pressure. SLN drives the linear solenoid valve SLU respectively to control the engagement, release, slip amount and clutch-to-clutch shift of the lockup clutch 24. Further, the electronic shift control device 78 determines the gear position of the automatic transmission 14 and the engagement state of the lockup clutch 24 based on the actual throttle valve opening θ _TH and the vehicle speed V from the previously stored shift diagram. Then, the solenoid valves S1, S2, S3 are driven so that the determined gear and engagement state are obtained, and the solenoid valve S4 is driven when engine braking is generated.

5 and 6 show the hydraulic control circuit 84.
The main part of is shown. 1-2 shift valves 88 and 2 shown
The -3 shift valve 90 is based on the output pressures of the solenoid valves S1 and S2, when shifting from the first gear to the second gear and when shifting from the second gear to the third gear. In the above, the switching valves are switched respectively, and the numerical value indicating the switching position indicates the gear position. The forward range pressure P _D is a pressure generated from a manual valve (not shown) when the shift lever 72 is operated to the forward range (D, 4, 3, 2, L), and is controlled by a regulator valve (not shown). The line pressure P _L, which is adjusted to a high level according to the opening, is used as the source pressure.

When a shift output for switching from the first gear to the second gear is output, the forward range pressure P is set.
_D is supplied to the brakes B3 and B3 accumulator 94 through the 1-2 shift valve 88, the 2-3 shift valve 90, the oil passage L01, the B3 control valve 92, and the oil passage L02. Further, when the shift output for switching from the second gear to the third gear is output, the forward range pressure P _D becomes 2-
At the same time as being supplied to the brakes B2 and B2 accumulators 100 via the 3-shift valve 90 and the oil passages L03, the hydraulic oil in the brakes B3 and B3 accumulators 94 is the oil passages L02, the B3 control valve 92, and the oil passages L0.
A pressure-controlled drain is provided via the 1, 2-3 shift valve 90, the return oil passage L04, and the 2-3 timing valve 98, and a rapid drain is provided via the branch oil passage L05 branching from the return oil passage L04 and the B2 orifice control valve 96. It is supposed to be done.

Back pressure chamber 1 of the B2 accumulator 100
At 00 _B , an accum back pressure P _{AC C} from an accum back pressure control valve (not shown) that generates an accum back pressure P _ACC based on the output pressure P _SLT of the linear solenoid valve _SLT and the output pressure P _SLN of the linear solenoid valve SLN. Is supplied at each shift.

The B3 control valve 92 is a pressure regulating valve for directly regulating the engagement pressure of the brake B3 not provided with an accumulator, and is a spool which opens and closes between the oil passage L01 and the oil passage L02. A plunger 108, which is provided concentrically with the valve element 104 and the spool valve element 104 with a spring 106 interposed therebetween and has a diameter larger than that of the spool valve element 104, and the spring 106 are accommodated, and the 2-3 shift valve 90 has a third shift valve 90. An oil chamber 110 that receives the forward range pressure P _D that is output from the high speed side when it is switched to the high speed side, and an output pressure P _SLU of the linear solenoid valve SLU that is provided at the shaft end of the plunger 108 are received. And an oil chamber 112. For this reason, the B3 control valve 92 positions the spool valve element 104 at the open position shown on the left side of the center line in accordance with the output pressure P _SLU of the linear solenoid valve SLU to perform the first fill at the time of the 3 → 2 shift. At the same time, by supplying the hydraulic oil from the oil passage L01 to the oil passage L02 or letting the hydraulic oil in the oil passage L02 flow out to the discharge oil passage L06, the rise of the engagement pressure P _B3 in the brake B3 is calculated by a mathematical expression. The pressure is adjusted from 1 as shown in FIG. 8 based on the output pressure P _SLU , and is rapidly started when it is determined that the predetermined time has elapsed before the engagement of the brake B3. In addition, the B3 control valve 92 is used for the engine 10 during the 2 → 3 shift.
In accordance with the output pressure P _SLU output based on the command value corrected by learning so that the overshoot amount or the tie-up amount of P is within a preset target range, for example, at a predetermined speed as shown in FIG. Let it descend. In Formula 1, S ₁ and S ₂ are cross-sectional areas of the plunger 108 and the spool valve element 104.

[0029]

[ _Equation 1] P _B3 = P _SLU · S ₁ / S ₂

The B2 orifice control valve 96 is
Rake B2 and B2 accumulator 100 and oil passage L0
3 is opened and closed, and at the same time, the drain oil passage L06 and drain port
Spool valve 114 that opens and closes with the seat 113,
Attach the pool valve 114 toward the first drain position
Biasing spring 116 and shaft end of spool valve 114
Is provided at the output pressure P of the third solenoid valve S3._S33-4 shifts
And an oil chamber 120 that receives through the valve 118.
It As a result, the third solenoid valve S3 is used when shifting from 3 to 2
Is turned on and its output pressure P_S3Is supplied to the oil chamber 120
It will not be braked by the spool valve 114.
B2 and B2 accumulator 100 and oil passage L03
Open between them and brake B2 and B2 accumulator
Fur that quickly discharges the hydraulic oil from the vibrator 100
The stdrain operation is performed. In addition, in 1 → 2 shift
Is the output pressure of the third solenoid valve S3 when it is turned off.
P _S3Is supplied to the oil chamber 120, the B3 controller is
Operation that is discharged from the roll valve 92 by pressure adjustment operation
A drain oil passage L06 for draining oil and a drain port 113
Is opened to adjust the pressure of the B3 control valve 92.
Is permitted, but when the 1 → 2 shift is completed, the third solenoid valve S
3 is turned on and the drain oil passage L06 and drain port 1
B3 control valve by closing between 13 and
The pressure regulating operation of 92 is stopped.

The 2-3 timing valve 98 is involved in the clutch-to-clutch shifting from the second gear to the third gear, and releases the release pressure from the brake B3 to the linear solenoid valve SL.
It functions as a drain pressure regulating valve that regulates the pressure from U according to the output pressure P _SLU . That is, the 2-3 timing valve 98 is
The relatively high forward range pressure P _D (the same value as the line pressure) output from the 2-3 shift valve 90 when the 2 → 3 shift is output is supplied through the 3-4 shift valve 118 and the solenoid relay valve 122. The high pressure port 124, the drain port 126, and the oil passage L04 that are connected to the high pressure port 12
4 or a spool valve 128 that adjusts the pressure P _B3 in the drain period of the brake B3 by communicating with the drain port 126, and is provided concentrically with the spool valve 128 via a spring 130 and is the same as the spool valve 128. A first plunger 132 having a diameter, and a second plunger 134 concentric with the spool valve 128 and capable of contacting one end thereof and having a diameter larger than the spool valve 128.
The oil chamber 1 which accommodates the spring 130 and receives the forward range pressure P _D output from the 2-3 shift valve 90 when the 2-3 shift valve 90 is switched to the second speed side via the oil passage L08.
36, an oil chamber 138 provided at the shaft end of the first plunger 132 to receive the output pressure P _SLU from the linear solenoid valve SLU, and a shaft end of the second plunger 134,
An oil chamber 140 for receiving the hydraulic pressure P _B2 of the brake B2,
Feedback oil chamber 14 for receiving feedback pressure
2 is provided.

Therefore, the sectional area of the spool valve element 128 and the first plunger 132 is S ₃ , and the spool valve element 12 is
8, the cross-sectional area of the land on the second plunger 134 side is S ₄ ,
If the sectional area of the second plunger 134 is S ₅ , 2 → 3
Brake B in the releasing process in the state where the shift output is output
The pressure P _B3 of No. 3 decreases according to the increase of the engagement pressure P _B2 of the brake B2 from the mathematical expression 2 by the pressure adjustment operation by the 2-3 timing valve 98, and the output pressure P of the linear solenoid valve SLU.
_The pressure is adjusted to increase according to _SLU .

[0033]

[ _Formula 2] P _B3 = P _SLU · S ₃ / (S ₃ −S ₄ ) −P _B2 ·
_{S 5 / (S 3 -S 4} )

Further, when the forward range pressure P _D output from the 2-3 shift valve 90 switched to the second speed side is supplied to the oil chamber 136, the 2-3 timing valve 98 outputs the spool valve. The child 128 is adapted to be locked. This is also the oil chamber 138 and B of the 2-3 timing valve 98.
Since the oil chamber 112 of the No. 3 control valve 92 is connected, the volume change of the oil chamber 138 of the 2-3 timing valve 98 is prevented in the state of the first speed and the second speed to prevent the B3 control valve 92 from changing in volume. This is to prevent the pressure regulating operation from being affected.

[0035] C0 exhaust valve 150 in accordance with the hydraulic pressure in the output pressure P _S3 and the oil passage L01 of the third solenoid valve S3 is brought into the closed position, the output pressure P _S4 of the fourth solenoid valve S4
According to the second speed, the line pressure P _L supplied via the spool valve element 152, which is not shown, when the 4-5 shift valve (not shown) is in the switching state of the fourth speed or lower. And the clutch C when not in the 5th speed
0 and C0 accumulator 154.

In the shift control device configured as described above, when the 2 → 3 shift (clutch-to-clutch shift) determination is made and the shift output to the third gear is output, 2-3 The shift valve 90 is switched from the second speed side to the third speed side. As a result, the forward range pressure P _D becomes 2-
It is supplied to the brake B2 via the 3-shift valve 90 and the oil passage L03. At the same time, the forward range pressure P _D from the 2-3 shift valve 90 is supplied to the oil chamber 110 of the B3 control valve 92 to lock the spool valve element 104 in the open position, while at the same time, perform the 2-3 shift. Oil path L via valve 90
01 and L04 are connected, the hydraulic oil in the oil chamber 136 of the 2-3 timing valve 98 is discharged through the oil passage L04 and the 2-3 shift valve 90, and the brake B3
The release pressure is released while being regulated by the 2-3 timing valve 98 according to the output pressure P _SLU from the linear solenoid valve SLU.

FIG. 9 is a functional block diagram for explaining the main part of the control function of the electronic shift control device 78. In the figure, the gear shift judging means 158 uses a well-known gear shift diagram composed of gear shift lines (shift-up line and shift-down line) provided for each gear to show an actual vehicle state such as vehicle speed and engine load (for example, Shift determination is performed based on the throttle valve opening). For example, an upshift is determined when the actual vehicle speed exceeds the shift point vehicle speed determined based on the actual engine load from the shift-up line, and the shift determined based on the actual engine load from the shift-down line. A downshift is determined when the actual vehicle speed falls below the point vehicle speed.

First clutch to clutch shift control means 1
The reference numeral 60 designates the B2 accumulator 100 for gently reducing the engagement torque of the brake B2 in case the 3 → 2 shift is determined within the period in which the engagement state of the brake B3 or the brake B2 is not changed. While controlling the back pressure to gradually change the engagement pressure of the brake B2, for example, as shown in FIG. 10, a command value (duty ratio) D _{SLU to the} linear solenoid valve SLU, that is, the output pressure P _{SLU of the} linear solenoid valve _SLU. By changing
As shown in, changing the engagement pressure P _B3 of the brake B3,
Clutch to clutch Performs downshift shifting.
In this normal clutch-to-clutch downshift, the brake B3 is quickly filled with hydraulic oil by the initial hydraulic pressure control for increasing the output pressure P _SLU to about 50% for a predetermined period, and then the brake B3 is engaged by the standby control. application pressure P _B3 is maintained at a relatively small value output pressure P _SLU is to generate a relatively small engagement torque of the brake B3, the sweep control, synchronization is predicted brake B3 after a predetermined time T _N0 From the time point (t _{4 in} FIG. 10), the output pressure P _SLU is increased so that the engagement pressure P _B3 is continuously increased at a predetermined increase rate R _N1 .

Second clutch two clutch shift control means 1
62 indicates that the engagement state of the brake B3 or the brake B2 is
Within the changing period, for example, during the 2 → 3 shift, 3
→ If two shifts are determined, for example, as shown in FIG.
Output pressure P of linear solenoid valve SLU_SLUChanged
The first clutch to clutch shift control
Clutch to clutch downshift by control means 160
Clutch tow clutch for multiple shifts different from shifting
Shift shift is executed. This multi-shift clutch
In the two clutch downshift, the brake B3 is already used.
As the hydraulic oil is filled in the
There is no hydraulic control, so the standby control
B3 engagement pressure P_B3Is an extremely small engagement of the brake B3
Maintained at a relatively small value to generate torque,
Clutch rotation speed N_C0Is the criteria for starting the first sweep control
Value N_T1If it exceeds, the first sweep control will increase the specified increase rate.
R _T1Engaging pressure P_B3Is continuously increased, the clutch rotation speed
Degree N_C0When the upper peak value of is detected, the second sweep control is performed.
From the above increase rate R_T1Predetermined increase rate R lower than_T2Engaged with
Pressure P_B3Is continuously increased and the engagement of the brake B3 is completed.
Engagement pressure P when detected_B3Is the maximum value (100%)
Output pressure P_SLUCan be changed.

Third clutch-to-clutch shift control means 1
Reference numeral 64 changes the output pressure P _SLU of the linear solenoid valve SLU, for example, as shown in FIG. 12, when the clutch-to-clutch downshift shift is determined by the shift operation of the shift lever 72 and the vehicle is in the non-driving traveling state. As a result, a clutch-to-clutch downshift shift for non-driving running which is different from the clutch-to-clutch downshift shift by the first clutch-to-clutch shift control means 160 is executed. In this clutch-to-clutch downshift for non-drive traveling, the output pressure P _SLU is _reduced to 50% for a predetermined period by the same initial hydraulic pressure control as described above.
After the hydraulic oil is rapidly filled in the brake B3 by increasing it to a certain degree, the engagement pressure P _B3 of the brake B3 is relatively small for generating the engagement torque of the brake B3 by the standby control similar to the above. The engagement pressure P is maintained at a small value and then at a predetermined increase rate R _S1 by the first sweep control from the time when a predetermined time T _{S1 has} elapsed from the shift operation.
_{When B3} is continuously increased and the start of increasing the clutch rotational speed N _C0 is detected, the increase rate R is increased by the second sweep control.
_The engagement pressure P _B3 is continuously increased at a predetermined increase rate R _S2 lower than _S1 , and the clutch rotational speed N _C0 is determined to be down control start in order to prevent the repeated shock that occurs when the engagement of the brake B3 is completed. When the reference value N _S1 is exceeded, the engagement pressure P _B3 increased by the second sweep control is reduced by a predetermined width by the down control, and the engagement pressure P _B3 is detected when the engagement completion of the brake B3 is detected. Is the maximum value (100
%).

The multiple shift determination means 166 is provided for the brake B3.
Alternatively, it is determined whether or not the clutch-to-clutch downshift shift, for example, the 3 → 2 shift is redundantly determined within the shift period in which the engagement state of the brake B2 is changing. When the determination by the multiple shift determination means 166 is denied, that is, when the normal 3 → 2 shift is performed, the normal clutch to clutch downshift shift is executed by the first clutch to clutch shift control means 160. When the determination by the shift determination means 166 is affirmative, that is, when the downshift to the second speed gear stage that is a multiple shift is determined, the clutch for multiple shift by the second clutch to clutch shift control means 162. Two clutch downshift is executed.

The vehicle driving traveling determination means 168 determines whether the vehicle is in a driving (power on) traveling state or a non-driving (power off) traveling state, and when it is determined that the vehicle is in a driving traveling state. , Clutch-to-clutch down shift, that is, 3 → 2 shift, the first clutch-to-clutch shift control means 160 executes the clutch-to-clutch down-shift shift for normal traveling, and when it is determined that the vehicle is in the non-driving traveling state, it is 3 → When determining the 2nd shift, the non-driving clutch tow clutch downshift shift is executed by the third clutch to clutch shift control means 164.

FIG. 13 is a flow chart showing the main part of the control operation by the electronic shift control device 78, that is, the shift control for achieving the second gear. The steps corresponding to the shift determining means 158 are well known and therefore omitted.

In step S1 of FIG. 13 (hereinafter, step is omitted), it is determined whether or not the shift determination is a downshift to the second gear. If the determination in S1 is negative, another routine (not shown) is executed.
In the affirmative case, it is determined in S2 whether or not the downshift is a downshift related to the operation of the shift lever 72 from the D range to the 2 range or the engine brake range such as the L range.

If the determination in S2 is negative, it means that the shift determining means 158 automatically determines the downshift based on the actual vehicle speed and the engine load from the previously stored shift diagram. , 1 in S3 →
It is determined whether or not the third shift is being performed. If the determination in S3 is negative, it is determined in S4 whether the 2 → 3 shift is being performed. In the present embodiment, the above S3 and S4
Corresponds to the multiple shift determining means 166 that determines the multiple shift in which the down shift determination to the second speed gear is performed during the 1 → 3 shift or the 2 → 3 shift that is the upshift shift.

If the determinations at S3 and S4 are both negative, the determination of downshifting to the second gear, that is, the multiplex, is made during the shift period in which the engagement state of the brake B3 or the brake B2 is changing. Since it is not a general shift determination, in S5 corresponding to the first clutch to clutch shift control means 160, for example, a normal clutch to clutch down shift control routine (normal control) shown in FIG. 14 is executed.

In SA1 of FIG. 14, the initial hydraulic pressure control is executed from time t ₂ when the 3 → 2 shift output is performed. In this initial hydraulic control, the command value D _SLU for the linear solenoid valve SLU is maintained at a value of, for example, about 50% within the predetermined period from the time point t ₂ to the time point t _3, so that the hydraulic oil flows into the brake B3. Is promptly filled and the operation delay of the linear solenoid valve SLU and the brake B3 is compensated.

Next, at SA2, by holding the command value D _SLU at a relatively small value, the engagement pressure P _B3 of the brake B3 is set to a relatively small value for generating a relatively small engagement torque of the brake B3. To maintain. Continue, SA
In 3, it is determined whether or not the start condition of the sweep control is satisfied. The start condition of the sweep control is a state in which when the clutch rotational speed N _C0 increases at the actual increase rate dN _C0 , synchronization (engagement completion) of the friction material of the brake B3 is predicted after a predetermined time T _N0. Whether or not, for example (N
_It is determined whether _OUT × i ₂ −N _C0 ) / dN _C0 has become equal to or less than T _N0 . Note that i ₂ is the gear ratio of the second speed gear.

If the determination at SA3 is negative,
By repeating the above SA2 and below,
B3 engagement pressure P_B3Is maintained at a relatively small value,
If the determination of SA3 is affirmative, the predetermined increase rate
R_N1Engaging pressure P_B3Is continuously increased. Time point of FIG.
t_FourIndicates this state. Where the above predetermined increase
Rate R_N1Is engaged by the brake B3 when the vehicle is running.
Do not cause shift shock so much even if they are combined
Is a value set in advance for the predetermined time T _N0Is
Engagement pressure P of rake B3_B3Is the rate of increase R_N1Increased by
Sometimes set in advance to the time when the brake B3 just completes the engagement
Has been done.

Next, at SA4, the engagement pressure P _B3 of the brake B3 is continuously increased at the above-described increase rate R _N1 , and at SA5, it is judged whether or not the engagement of the brake B3 is completed. . This engagement determination is based on the rotation speed (N _OUT × i ₂ ) when the clutch rotation speed N _C0 has reached the second gear stage.
Is determined based on whether or not (N _OUT × i ₂ −N _C0 ) has fallen below a judgment reference value α set in advance to a relatively small value of about several tens rpm. Above S
When the determination of A5 is negative, SA4 and the following steps are repeatedly executed, but when the determination of A5 is affirmative, this routine is ended.

If the determination in S3 of FIG. 13 is affirmative, it means that the shift determining means 158 has made the multiple shift determination for performing the 3 → 2 shift in the middle of the 1 → 3 shift. Clutch to clutch shift control means 1
In S6 corresponding to 62, for example, a clutch to clutch downshift control routine (control B) for multiple shift shown in FIG. 15 is executed.

At SB1 in FIG. 15, as shown at time t ₂ in FIG. 11, the command value D for the linear solenoid valve SLU is set.
Brake B is maintained by holding _SLU at a relatively small value.
A standby control is executed to maintain the engagement pressure P _B3 of No. 3 at a relatively small value for generating a relatively small engagement torque of the brake B3. Since the brake B3 is in the middle of a shift to release the brake B3, the brake B3 is already filled with the hydraulic oil, so that the initial hydraulic pressure control for promptly supplying the hydraulic oil is not provided. Next, at SB2, it is judged if the first sweep control start condition is satisfied. This sweep control start condition is that the clutch rotational speed N _{C0, which} is increased as the brake B2 is released and the brake B3 is engaged, exceeds the first sweep control start determination reference value N _T1 calculated in advance. This first
The sweep control start determination reference value N _T1 is a predetermined value β that is greater than the clutch rotational speed (N _OUT × i ₂ ) when the second speed is achieved.
Is set to a value N _OUT × i ₂ −β that is low.

If the determination at SB2 is negative, S
The standby control is maintained by repeatedly executing B1 and below, but if the determination in SB2 is affirmative, SB3
At, the first sweep control for continuously increasing the engagement pressure P _B3 at the predetermined increase rate R _T1 is started. Time t _{3 in} FIG. 11 shows this state.

Next, at SB4, it is judged if the engagement completion judging condition of the brake B3, that is, the ending condition of the 3 → 2 shift is satisfied. This engagement completion determination condition is, for example, whether or not the clutch rotation speed N _C0 matches the rotation speed N _OUT × i ₂ when the second speed is achieved, that is, | N _OUT ×
It is whether or not i ₂ −N _C0 | is below a preset judgment reference value α. Since the determination at SB4 is initially denied, it is determined at SB5 that the second sweep control start condition is satisfied. The second sweep control start condition is, for example, whether or not the actual increase rate dN _C0 of the clutch rotational speed N _C0 has fallen below a preset reference value NN. The determination reference value NN is set to an extremely small value that can substantially detect the upper peak value of the clutch rotation speed N _C0 , for example.

Since the determination at SB5 is initially denied, the first sweep control is continuously executed by repeatedly executing SB3 and subsequent steps. However, when is the actual increase rate dN _C0 clutch rotational speed N _C0 is been reduced to close to substantially zero by the engagement torque of the brake B3 increases with the first sweep control is continued, Since the determination of SB5 is affirmative, the second sweep control for continuously increasing the engagement pressure P _B3 at a predetermined increase rate R _T2 set to be smaller than the increase rate R _T1 in the first sweep control at SB6. Is started. The time point t _{4 in} FIG. 11 shows this state.

Next, at SB7, the engagement completion determination condition of the brake B3, that is, 3 →
It is determined whether or not the condition for ending the second shift is satisfied. Since the determination at SB7 is initially denied, the steps from SB6 onward are repeatedly executed. When the determination at SB7 is affirmed, the termination control at SB8 is executed so that the command value D _{SLU to the} linear solenoid valve SLU and the output pressure P _SLU from the linear solenoid valve _SLU are 100% of the maximum value. It is said that Time t _{5 in} FIG. 11 shows this state. Even when the determination at SB4 is affirmative for some reason, the output pressure P _SLU is set to the maximum value of 100%.

If the determination at S4 in FIG. 13 is affirmative, it means that the shift determining means 158 has made the multiple shift determination for performing the 3 → 2 shift in the middle of the 2 → 3 shift. Clutch to clutch shift control means 1
In S7 corresponding to 62, for example, a clutch to clutch downshift control routine (control C) for multiple shift shown in FIG. 16 is executed. During the period in which such clutch-to-clutch shift for multiple shifts is executed, generally, at the beginning of the period, the balance of the force relationship is lost due to the decrease of the engaging torque of the brake B2 and the increase of the engaging torque of the brake B3. Nevertheless, for example, a torque phase that does not cause a change in the rotational speed of the rotary member of the automatic transmission 14 such as the input shaft 20 and a decrease in the engagement torque of the brake B2 and an increase in the engagement torque of the brake B3. Accordingly, the automatic transmission 14 is divided into an inertia phase that causes a change in the rotational speed of the rotary member.

Since FIG. 16 includes steps similar to those in FIG. 15, different parts are shown. First, in SC1, which functions as inertia phase detection means, it is determined whether or not the inertia phase has started based on whether or not a rotational change of the clutch rotational speed N _C0 has occurred. This S
If the determination of C1 is affirmative, in SC2,
A routine similar to the routine for executing the clutch-to-clutch down shift for multiple shift shown in 5 is executed. However, if the determination at SC1 is negative, it means that the rotation speed change of the input shaft 20 has not yet occurred, that is, the 2 → 3 shift is not in progress. At, the output for achieving the second gear, that is, the output for immediately releasing the brake B2 and immediately engaging the brake B3 is performed.

Further, in FIG. 13, if the determination in S2 is affirmative, it means that the downshift is to the second speed gear stage related to the shift operation of the shift lever 72 to the engine brake range. Drive traveling determination means 16
In S8 corresponding to 8, it is determined whether or not the throttle valve opening θ _TH is less than or equal to a preset determination reference value KTA1. The determination reference value KTA1 is for determining whether the vehicle is in the driving traveling state or the non-driving traveling state, and is set to a relatively low value of about several percent.

If the determination in S8 is negative, the vehicle is in the driving traveling state, so that the steps S3 and below are executed to execute the downshift to the second gear in the driving traveling state. In general, the shift line is set so that the throttle valve opening θ _TH tends to have a larger value as the vehicle speed increases, so when the downshift is automatically determined, the vehicle is in the driving traveling state. Is.

However, if the determination in S8 is affirmative, the clutch-to-clutch downshift is determined in association with the shift operation of the shift lever 72, and the vehicle is in the non-driving traveling state. In S9 corresponding to the clutch-to-clutch shift control means 164, the clutch-to-clutch downshift shift control routine (control A) for the manual downshift, that is, the non-driving running shown in FIG. It

In SD1 of FIG. 17, 4 → 2 shift output is performed.
Time t₀From time t₁Within a predetermined period until
Command value D for linear solenoid valve SLU_SLUSanawa
Output pressure P_SLUIs maintained at a value of about 50%
By doing so, the hydraulic oil is quickly filled into the brake B3.
Initial hydraulic pressure control at time t₁From time t₂Up to
Command value D_SLUIs maintained at a relatively small value.
Engagement pressure P of rake B3 _B3For a relatively small brake B3
Maintain a relatively small value to generate the engagement torque
Standby control is executed.

Next, in SD2, the output pressure P _SLU is continuously increased from a time point t ₂ when a preset elapsed time T _{S1 has} elapsed from a time point t ₀ when the 4 → 2 shift output is performed, and thereby a predetermined increase. The first sweep control for continuously increasing the engagement pressure P _B3 at the rate R _S1 is executed. At SD3, it is determined whether the clutch rotation speed N _C0 has changed, that is, whether the clutch rotation speed N _C0 has started to increase.

Since the determination of SD3 is initially denied, the engagement pressure P _B3 is continuously increased by repeatedly executing SD2 and thereafter. However, if the clutch rotation speed N _C0 is increased by sequentially increasing the engagement torque of the brake B3 in association with the increase in the engagement pressure P _B3 , the determination at SD3 is affirmative, and therefore at SD4, The second sweep control is started to continuously increase the engagement pressure P _B3 at a predetermined increase rate R _S2 that is set smaller than the increase rate R _S1 in the first sweep control. The time point t _{3 in} FIG. 12 shows this state.

Next, at SD5, it is determined whether or not the clutch rotation speed N _{C0, which} is increased in association with the increase in the engagement pressure P _B3 , becomes equal to or higher than a preset down control start determination reference value N _S1. . This down control start judgment reference value N
_S1 is, for example, the rotation speed (N _OUT
It is a value (N _OUT × i ₂ −γ) obtained by subtracting a predetermined value γ of about several hundred rotations from × i ₂ ). Initially, the determination of SD5 is denied, and therefore SD4 and subsequent steps are repeatedly executed, so that the second sweep control is continued.

However, if the determination at SD5 is affirmative, the engagement pressure P _B3 that has been increased by the second sweep control up to then at SD6 is decreased by a predetermined width while maintaining the increased state. Down control is executed. The time point t _{4 in} FIG. 12 shows this state. Then, in SD7, the shift end control is executed. In this shift end control, the state immediately before the completion of the engagement of the brake B3 is determined, and the engagement pressure P _B3 is set to the maximum value (100%) when a predetermined time has elapsed since the immediately previous state was determined. . The time point t _{5 in} FIG. 12 shows this state.

In the clutch-to-clutch downshift shift control routine (control A) for non-driving, it is determined in steps not shown whether the shift is 5, 4 → 2 shift or 3 → 2 shift. The period of the initial control, the first sweep control, the second sweep control, and the down control are longer in the case of 5, 4 → 2 shift than in the case of 3 → 2 shift As a result, the shift control period is lengthened as a whole, and at the same time, the rate of increase in the first sweep control, the second sweep control, and the down control is lowered, so that the engagement pressure P _B3 of the brake B3 rises gently. Has been done.

As described above, according to the present embodiment, in the case of the single shift in which the 3 → 2 shift is determined in a state where it is not within another shift period, S3 corresponding to the multiple shift determination means 166 and In S4, the clutch-to-clutch downshift shift in S5 corresponding to the first clutch-to-clutch shift control means 160 is executed.
In the case of the multiple shift in which the clutch-to-clutch downshift shift of 3 → 2 shift is determined within the period in which the engagement state of 3 or B2 is changing, for example, 1 → 3 shift or 2 → 3 shift period, By S3 or S4 corresponding to the multiple shift determination means 166, the clutch-to-clutch downshift shift for the multiple shift is executed by S6 or S7 corresponding to the second clutch-to-clutch shift control means 162. At this time, the occurrence of shift shock due to the multiple shift is suitably suppressed.

Further, according to the present embodiment, the clutch-to-clutch downshift shift control for multiple shifts in S7, that is, 3 → is started during the 2 → 3 shift period.
In the shift control for the 2nd shift, if the 3 → 2 shift determination is made before the inertia phase of the 2 → 3 shift is detected, it is substantially before the rotation speed change of the input shaft 20 occurs. Since it is the 3 → 2 shift determination before the 2 → 3 shift is started, the shift shock does not occur even if the brake B2 is immediately released and the brake B3 is engaged.
There is an advantage that the second speed is quickly achieved.

Further, according to the present embodiment, the clutch-to-clutch downshift shift control for multiple shifts in S7, that is, 3 → is started during the 2 → 3 shift period.
Since the initial hydraulic pressure control of the brake B3 is not provided in the shift control for the two-speed shift, the engagement torque of the brake B3 does not change due to the initial hydraulic control, and the engagement of the brake B3 is made to proceed more smoothly. There is an advantage.

Further, according to this embodiment, the shift lever 7
2 according to the operation to the engine brake range of 2
When a downshift to a higher gear, for example, a 3 → 2 shift is determined, S8 corresponding to the vehicle drive traveling determination means 168.
When it is determined that the vehicle is in the driving traveling state in S, S5 corresponding to the first clutch to clutch shift control means 160 is executed, but when it is determined that the vehicle is in the non-driving traveling state, Since the clutch-to-clutch downshift shift for non-driving, which is different from the clutch-to-clutch downshift shift by the first clutch-to-clutch shift control unit 160, is executed by S9 corresponding to the 3-clutch to-clutch shift control unit 164. The occurrence of a shift shock due to non-driving of the vehicle during the two clutch downshift is suitably suppressed.

Further, according to the present embodiment, the clutch-to-clutch downshift shift for non-driving running executed at S9 corresponding to the third clutch-to-clutch shift control means 164 is 5, 4 → 2 shift. Depending on the type of shift, that is, 3 → 2 shift, 5 → 4 → 3 shift
→ Since the rising speed of the engagement pressure P _B3 of the brake B3 is changed to be slower than that of the two-speed shift,
Of the clutch C0 and the brake B3 that are simultaneously engaged in the 5th, 4th → 2nd shift, the clutch C0 having the smaller engagement capacity
Has the advantage that it is prevented from slipping.

Although one embodiment of the present invention has been described in detail with reference to the drawings, the present invention can be implemented in other modes.

For example, 1 in S3 of the above embodiment.
The determination of the → 3 shift or the determination of the 2 → 3 shift in S4 may be made based on the determination of the 1 → 3 shift or the 2 → 3 shift, but the 1 → 3 shift or the 2 shift is performed.
The determination may be made based on the fact that the change in rotation of the input shaft 20 is represented by the output of the third gear shift and the gear shift is substantially started.

Further, in the normal 3 → 2 clutch to clutch down shift control routine (FIG. 14) executed in S5 of FIG. 13 described above, the lower the vehicle speed V is, the more susceptible it is to the torque amplification of the torque converter 12. , The engagement pressure P _B3 during the sweep control period (FIG. 10), that is, the output pressure P
The increase rate R _{N1 of the SLU} may be set to a function R _N1 = f ₁ (V) that is set to a larger value (larger slope) as the vehicle speed V is lower. Further, the increase rate R _N1 may be a function R _N1 = f ₂ (V, θ _TH ) that changes according to the throttle valve opening θ _TH .

Further, in the 3 → 2 clutch to clutch down shift control routine (control B: FIG. 15) for multiple shift executed in S6 of FIG. 13 described above, in order to execute the shift as quickly as possible and the clutch rotation. Since the upshift is apparently performed from the time when the peak point of the speed N _C0 occurs, the increase rate R _T1 of the engagement pressure P _B3 in the first sweep control period (FIG. 11) is the second This is higher than the rate of increase R _T2 of the engagement pressure P _B3 during the sweep control period (FIG. 11). At this time, since the increase rates R _T1 and R _T2 are more likely to be affected by the torque amplification of the torque converter 12 as the vehicle speed V is lower, a larger value (inclination) is obtained as the vehicle speed V is lower in order to execute appropriate shift control. The functions R _T1 = f ₃ (V) and R _T2 = f ₄ (V) may be set. Further, the increase rates R _T1 and R _T2 are functions R _T1 = f ₅ that change according to the throttle valve opening θ _TH.
(V, θ _TH ) and R _T2 = f ₆ (V, θ _TH ) may be set.

Further, in the non-drive traveling 3 → 2 clutch to clutch down shift control routine (control A: FIG. 17) executed in S9 of FIG. 13 described above, in order to prevent a time lag of shift and to rotate once. If the rate of increase is large even after the change has occurred, the rate of increase R _S1 of the engagement pressure P _B3 in the first sweep control period (FIG. 12) is set in order to eliminate the occurrence of shock due to the rapid shift. , The increase rate R _S2 of the engagement pressure P _B3 in the second sweep control period (FIG. 12) is made higher. At this time, the lower the vehicle speed V is, the smaller the amount of change in rotational speed before and after the gear shift is. Therefore, the increase rates R _S1 and R _S2 are smaller as the vehicle speed V is lower in order to execute appropriate gear shift control. ), R _S1 = f ₇ (V) and R _S2 = f ₈ (V).

Further, in S8 of FIG. 13 described above, the throttle valve opening θ _TH is set to a predetermined judgment reference value KTA1 in order to judge whether the vehicle is in the driving traveling state or the non-driving traveling state.
It is determined whether or not the following, but instead, it is determined whether or not the accelerator pedal is depressed,
Alternatively, to which region the traveling state of the vehicle represented by the actual vehicle speed V and the throttle valve opening degree θ _TH belongs from the relationship including the driving traveling region and the non-driving traveling region set in advance in the two-dimensional coordinates. A judgment may be made.

Further, in the automatic transmission 14 of the above-described embodiment, the clutch-to-clutch shift from the second gear stage to the third gear stage is performed by releasing the brake B3 and engaging the brake B2. Although it is configured, another friction engagement device may realize the clutch-to-clutch shift, or a clutch between another gear stage, for example, a first speed gear stage and a second speed gear stage. It may be configured to perform a two clutch shift.

Further, in the above-described embodiment, the engine electronic control unit 76 and the shift electronic control unit 78 are constructed independently of each other, but they may be constructed by a common arithmetic control unit.

Further, the B3 control valve 92 of the above-mentioned embodiment may not directly control the engagement pressure P _B3 in the brake B3 but may indirectly control it.

Although not illustrated one by one, the present invention can be carried out in various modified and improved modes based on the knowledge of those skilled in the art.

[Brief description of drawings]

FIG. 1 is a skeleton diagram illustrating a configuration of an automatic transmission for a vehicle in which a gear stage is controlled by a shift control device according to an embodiment of the present invention.

FIG. 2 is a table showing a relationship between a combination of operations of a plurality of friction engagement devices and gear stages established by the combination in the automatic transmission of FIG.

3 is a block diagram including a hydraulic control circuit and an electronic control circuit for controlling the automatic transmission of FIG. 1. FIG.

FIG. 4 is a diagram illustrating an operating position of a shift lever of FIG.

5 is a diagram illustrating a main part of the hydraulic control circuit of FIG.

FIG. 6 is a diagram illustrating a main part of the hydraulic control circuit of FIG.

FIG. 7 is a diagram showing changes in release hydraulic pressure and engagement hydraulic pressure of brake B3 and brake B2 in the 2 → 3 shift executed by the hydraulic control circuit shown in FIGS. 5 and 6;

FIG. 8 is a diagram showing changes in release hydraulic pressure and engagement hydraulic pressure of brakes B2 and B3 in the 3 → 2 shift executed by the hydraulic control circuits shown in FIGS. 5 and 6;

9 is a functional block diagram illustrating a main part of a control function of the electronic shift control device of FIG.

10 is a time chart explaining the operation during clutch-to-clutch down shift control during normal control operation of the electronic shift control device of FIG.

FIG. 11 is a time chart for explaining the operation during clutch-to-clutch down shift control for multiple shifts in the control operation of the shift electronic control device of FIG.

FIG. 12 is a time chart illustrating an operation during clutch-to-clutch down shift control during non-driving travel related to a shift operation in a control operation of the electronic shift control device of FIG. 3;

13 is a flowchart illustrating a main part of a control operation of the electronic shift control device of FIG.

FIG. 14 is a flowchart illustrating in detail a routine of S5 of FIG. 13, that is, a clutch-to-clutch downshift control routine at a normal time.

FIG. 15 is a flowchart illustrating in detail a routine of S6 of FIG. 13, that is, a clutch-to-clutch downshift control routine for multiple shift, which is executed when a 3 → 2 shift is determined during the 1 → 3 shift.

16 is a flowchart illustrating in detail a routine of S7 of FIG. 13, that is, a clutch-to-clutch down shift control routine for multiple shifts, which is executed when a 3 → 2 shift is determined during a 2 → 3 shift.

FIG. 17 is a flowchart illustrating in detail a routine of S9 of FIG. 13, that is, a clutch-to-clutch down-shift control routine during non-drive traveling related to a shift operation.

[Explanation of symbols]

 14: Automatic transmission 92: B3 control valve (pressure regulating valve) 160: First clutch to clutch shift control means 162: Second clutch to clutch shift control means 164: Third clutch to clutch shift control means 166: Multiple shift determination means 168: Vehicle drive traveling determination means Brake B3: First hydraulic friction engagement device Brake B2: Second hydraulic friction engagement device

Claims (2)

[Claims] 1. The hydraulic pressure in the first hydraulic friction engagement device is directly regulated by a pressure regulating valve to release the second hydraulic friction engagement device and the first hydraulic friction engagement device. A shift control device for a vehicle automatic transmission of a type in which a clutch-to-clutch downshift shift is executed by engaging a device, wherein the engagement state of the first or second hydraulic friction engagement device is The engagement state of the first clutch-to-clutch shift control means for executing the clutch-to-clutch downshift shift and the engagement state of the first or second hydraulic friction engagement device changes within a period that has not changed. A second clutch for executing a clutch to clutch down shift shift different from the clutch to clutch down shift shift by the first clutch to clutch shift control means within the period. And determining whether or not the clutch-to-clutch downshift shift has been determined within a period in which the engagement states of the two-clutch shift control means and the first or second hydraulic friction engagement device are changing. If the determination is negative, the clutch-to-clutch downshift shift by the first clutch-to-clutch shift control means is executed, and if the determination is positive, the clutch-to-clutch clutch by the second clutch-to-clutch shift control means. A shift control device for an automatic transmission for a vehicle, comprising: multiple shift determination means for executing a downshift shift. 2. The hydraulic pressure in the first hydraulic frictional engagement device is directly regulated by a pressure regulating valve, and the manual downshift determination means determines that the clutch-to-clutch downshift shift is a manual operation. Of the automatic transmission for vehicles of the type in which the clutch-to-clutch downshift shift is executed by releasing the second hydraulic friction engagement device and engaging the first hydraulic friction engagement device. A shift control device, comprising first clutch-to-clutch shift control means for executing the clutch-to-clutch downshift shift when the clutch-to-clutch downshift shift is determined by a manual operation and the vehicle is in a driving traveling state. When the clutch-to-clutch downshift is determined by manual operation and the vehicle is in the non-drive traveling state, the first clutch A third clutch-to-clutch downshift shift control means for executing a clutch-to-clutch downshift shift shift different from the clutch-to-clutch downshift shift shift by the clutch clutch shift control means, and whether the vehicle is in a driving traveling state or a non-driving traveling state. If it is determined that the vehicle is in the driving traveling state, the clutch-to-clutch downshift shift is executed by the first clutch to clutch shift control means, and if it is determined that the vehicle is in the non-driving traveling state, the third clutch A shift control device for a vehicle automatic transmission, comprising: vehicle-drive traveling determination means for executing a clutch-to-clutch downshift shift by the two-clutch shift control means.