JPH09112678A - Control device of continuously variable transmission - Google Patents

Abstract

PROBLEM TO BE SOLVED: To improve the shift shock in shifting via the intermediate gearing range(s) by judging such a condition as shifting via the intermediate range, and changing the shock reducing control amount due to the shock reduction control on the basis of the result from judgement. SOLUTION: A down-shift in an automatic transmission 3 from a certain high-speed gearing range into a low-speed range apart two or more positions, i.e., the third to second speed position, is performed in temporary passing via the third to second position of these ranges, and the condition of passing via the intermediate range till reaching the second speed position is judged by an electronic control device for shifting 33. On the basis of the result from judgement, the shock reducing control amount due to the shock reduction control is changed while it is related to the torque control conducted by another electronic control device 21 for engine. Thereby the problem of shock can be improved without prolonging the shifting time made via the intermediate range(s).

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

[0002]

2. Description of the Related Art Since a shift in an automatic transmission for a vehicle is judged on the basis of driving / running conditions such as vehicle speed and throttle opening, when the throttle opening is suddenly increased, two or more gears are required. A shift to a distant gear may be determined. In the case of such a so-called jump shift,
Since the change in the output torque becomes large and a shock due to a sudden change in the driving force is likely to occur, the shift may be executed via an intermediate stage between the current shift stage and the target shift stage.

The applicant of the present invention has already proposed a device for performing such control in Japanese Patent Laid-Open No. 146944/1982. The outline is as follows: When the jump shift is judged by depressing the accelerator pedal greatly, the shift is executed through the intermediate shift speed, and the transit time of the intermediate shift speed is changed during upshift and downshift. It is configured to be different in and.

[0004]

If the shift is executed via the intermediate shift stage during the interlaced shift, the change gradient of the output torque is relaxed, which is advantageous in preventing shift shock, but the shift time Can be long. On the other hand, control that lowers the output torque of the engine is known as a technique for mitigating shift shock, and if the torque reduction control of the engine and the intervening control of the intermediate shift stage are performed in combination, the shift time is lengthened. It is possible to mitigate the shift shock without moving.

However, the transit time of the intermediate shift stage during the interlaced shift differs depending on the shift condition such as the depression amount of the accelerator pedal, and therefore, the control for reducing the input torque such as the engine torque reduction control may not be performed uniformly. However, there was a possibility that the torque reduction amount would be excessive or insufficient, and as a result, the shift shock would be exacerbated.

The present invention has been made in view of the above circumstances, and it is an object of the present invention to provide a control device capable of improving a shift shock at the time of shifting through an intermediate shift stage. .

The object of the present invention is to reduce shock by controlling the amount of reduction of engine torque and control of re-increasing the engagement pressure of the disengagement side friction engagement device during clutch-to-clutch shifting. This is achieved by changing the status.

[0008]

In order to achieve the above-mentioned object, the invention as set forth in claim 1 is directed to a low-speed side target gear position separated from the current gear position in an automatic transmission by two or more gears. In the control device for the automatic transmission, which temporarily executes the gear shift of the intermediate speed of these shift speeds and executes the shock reduction control with the shift of the automatic transmission, And a means for determining the state of passing through the shift stage, and a means for changing the shock reduction amount by the shock reduction control based on the passing state of the intermediate shift stage determined by the means. Is.

Further, in the device of the present invention, as means for changing the control amount by the shock reduction control, means for changing the control amount for the output torque reduction control of the engine to which the automatic transmission is connected, and the first friction. The second friction engagement device is engaged after engagement of the first friction engagement device during clutch-to-clutch shifting for engaging the engagement device and disengaging the second friction engagement device.
The means for changing the control amount of the control for increasing the engagement pressure of the friction engagement device can be adopted.

Further, in the present invention, when the torque is reduced, the output torque reduction control of the engine to which the automatic transmission is connected and the first friction engagement device and the second friction engagement device are engaged. And a control for increasing the engagement pressure of the second friction engagement device after the engagement of the first friction engagement device during the clutch-to-clutch shift for releasing Thereby, the shock reduction control can be performed.

In the present invention, the control amount of the output torque reduction control includes the amount of decrease of the output torque and the control continuation time or timing thereof, and the control amount of the engagement pressure increase is the pressure increase value or the pressure increase continuation. Including time or timing.

Therefore, according to the present invention, when the shock is reduced during the interlaced shift through the intermediate shift stage,
The control amount for reducing the shock (shock reduction amount and control duration time, etc.) can be changed according to the transit state of the intermediate shift stage, specifically whether or not the intermediate shift stage is passed and the transit time. Therefore, the torque reduction control does not become excessive or insufficient, and as a result, the shift shock can be improved without increasing the shift time.

[0013]

Next, the present invention will be described more specifically with reference to the drawings. In the example described below, a so-called clutch / gear capable of executing a downshift to a gear position separated by two or more gears and engaging the predetermined friction engagement device and disengaging another friction engagement device by the gear shift. Intended for automatic transmissions that may have two-clutch shifts. Therefore, first, an example of the gear train of the automatic transmission will be described with reference to FIG.

In FIG. 1, an automatic transmission 3 is connected to an engine 1 via a torque converter 2. The torque converter 2 includes a pump impeller 5 connected to a crankshaft 4 of the engine 1, a turbine runner 7 connected to an input shaft 6 of the automatic transmission 3, and a direct connection between the pump impeller 5 and the turbine runner 7. The lock-up clutch 8 and the stator 10 whose one-way clutch 9 prevents rotation in one direction.

The automatic transmission 3 has two types of high and low.
It is provided with a sub-transmission unit 11 that switches the gears, and a main transmission unit 12 that can switch between a reverse gear and four forward gears. The auxiliary transmission unit 11 includes a sun gear S0, a ring gear R0,
And an HL planetary gear unit 13 composed of a pinion P0 rotatably supported by the carrier K0 and meshed with the sun gear S0 and the ring gear R0, and a clutch C0 and a one-way clutch provided between the sun gear S0 and the carrier K0. F0 and a brake B0 provided between the sun gear S0 and the housing 19 are provided.

The main transmission unit 12 includes a sun gear S1, a ring gear R1, and a first planetary gear unit 14 which is rotatably supported by a carrier K1 and comprises a pinion P1 meshed with the sun gear S1 and the ring gear R1.
A second planetary gear unit 15 including a sun gear S2, a ring gear R2, and a pinion P2 rotatably supported by the carrier K2 and meshed with the sun gear S2 and the ring gear R2, a sun gear S3, and a ring gear R3.
, And a third planetary gear set 16 comprising a pinion P3 rotatably supported by the carrier K3 and meshed with the sun gear S3 and the ring gear R3.

The sun gear S1 and the sun gear S2 are integrally connected to each other, and the ring gear R1, the carrier K2, and the carrier K3 are integrally connected to each other.
Is connected to the output shaft 17. Also, the ring gear R2
Are integrally connected to the sun gear S3. A first clutch C1 is provided between the ring gear R2 and the sun gear S3 and the intermediate shaft 18, and a second clutch C2 is provided between the sun gear S1 and the sun gear S2 and the intermediate shaft 18.

As the braking means, the housing 19 is provided with a band-type first brake B1 for stopping the rotation of the sun gear S1 and the sun gear S2. Also, the sun gear S1 and the sun gear S2 and the housing 19
Between the first one-way clutch F1 and the brake B
2 are provided in series. This first one-way clutch F
1 is configured to be engaged when the sun gear S1 and the sun gear S2 try to reversely rotate in the direction opposite to the input shaft 6.

A third brake B3 is provided between the carrier K1 and the housing 19, and a fourth brake B4 and a second one-way clutch F2 are provided in parallel between the ring gear R3 and the housing 19. Has been. This second
The one-way clutch F2 is configured to be engaged when the ring gear R3 attempts to rotate in the reverse direction. The clutches C0, C1, C2, the brakes B0, B1, B2
, B3 and B4 are hydraulic friction engagement devices that engage friction materials when hydraulic pressure is applied.

In the above automatic transmission, five forward gears and reverse gears can be set, and the engagement / disengagement state of each friction engagement device for setting these gears is shown in FIG. It is shown in the operation table. In FIG. 2, the mark ◯ indicates the engaged state and the mark x indicates the released state.

FIG. 3 is a control system diagram of the engine 1 and the automatic transmission 3, and shows the accelerator pedal 20.
A signal corresponding to the amount of depression of the engine electronic control unit 2
It is input to 1. Also, in the intake pipe of the engine 1,
An electronic throttle valve 23 driven by the throttle actuator 22 is provided. The electronic throttle valve 23 is connected to the throttle actuator 22 from the control device 21 according to the depression amount of the accelerator pedal 20.
A control signal is output to the control unit and the opening is controlled according to the control amount.

An engine rotation speed sensor 24 for detecting the rotation speed of the engine 1, an intake air amount sensor 25 for detecting the intake air amount of the engine 1, an intake air temperature sensor 26 for detecting the temperature of the intake air, and the electronic throttle. Valve 2
Throttle sensor 27 for detecting the opening θ of 3 and output shaft 1
Vehicle speed sensor 2 for detecting vehicle speed V from the rotational speed of 7
8, a cooling water temperature sensor 29 for detecting the cooling water temperature of the engine 1, a brake switch 3 for detecting the operation of the brake
0, an operation position sensor 32 for detecting the operation position of the shift lever 31, and the like are provided. From those sensors,
Engine speed N, intake air amount Q, intake air temperature Th
Signals indicating a, the opening degree θ of the electronic throttle valve 23, the vehicle speed V, the engine cooling water temperature THw, the brake operating state BK, and the operation position Psh of the shift lever 31 are the engine electronic control unit 21 and the shift electronic control unit 33. To be supplied to.

A signal representing the turbine rotation speed NT is supplied from the turbine rotation speed sensor 34, which detects the rotation speed of the turbine runner 7, to the electronic shift control device 33. Further, a kick down switch 35 for detecting that the accelerator pedal 20 has been operated to the maximum operation position.
Is supplied to the electronic shifting control device 33 from the control unit 33.

The engine electronic control unit 21 is a so-called microcomputer provided with a central processing unit (CPU), a storage unit (RAM, ROM), and an input / output interface. The CPU uses the temporary storage function of the RAM. Meanwhile, the input signal is processed according to a program stored in advance in the ROM, and various engine controls are executed. For example, the fuel injection valve 36 is controlled to control the fuel injection amount,
Controls the igniter 37 for ignition timing control, controls a bypass valve (not shown) for idle speed control, and controls all throttles including traction control.
The throttle actuator 22 controls and executes the electronic throttle valve 23.

The electronic shift control device 33 is also a microcomputer similar to that described above, in which the CPU utilizes the temporary storage function of the RAM to process the input signal in accordance with the program stored in the ROM in advance, and the hydraulic control circuit. Three
8 solenoid valves or linear solenoid valves are driven. For example, the electronic shifting control device 3
3 is a linear solenoid valve SLT for generating an output pressure PSLT having a magnitude corresponding to the opening degree of the throttle valve 23.
To drive the linear solenoid valve SLN to control the accumulator back pressure, and to drive the linear solenoid valve SLU to control the slip amount of the lockup clutch 8. Further, the electronic shift control device 33 is based on the basic throttle valve opening degree θ (throttle opening degree converted by a predetermined non-linear characteristic with respect to the depression amount of the accelerator pedal), the vehicle speed V, and a gear shift diagram using these as parameters. To determine the gear position of the automatic transmission 3 and the engagement state of the lock-up clutch 8, and the solenoid valves SOL1, SOL2, SOL3 so that the determined gear position and engagement state are obtained.
Is driven to generate the engine brake, the solenoid valve SOL4 is driven.

On the other hand, the lock-up clutch 8 is released at the first speed and the second speed of the automatic transmission 3, but at the third speed and the fourth speed, it is based on the basic throttle valve opening θ and the vehicle speed V. The lock-up clutch 8 is slip-controlled in the slip region, and engaged in the engagement region. This slip control is intended to suppress the rotational loss of the torque converter 2 as much as possible while absorbing the rotational fluctuation of the engine 1.

FIG. 4 shows the operating position of the shift lever 31. In the figure, a combination of six operation positions in the front-rear direction of the vehicle and two operation positions in the left-right direction of the vehicle allows the shift lever 31 to be operated at eight operation positions by a supporting device (not shown) so that the shift lever 31 can be operated. It is supported. And P is the parking range position, R
Is the reverse range position, N is the neutral range position,
D is a drive range position, "4" is a "4" range position for setting a gear up to the fourth speed, "3" is a "3" range position for setting a gear up to the third speed, and "2" is The "2" range position is used to set the gears up to the second speed, and L is the low range position where the upshift to the first or higher gears is prohibited.

As shown in FIG. 2, the automatic transmission 3 described above is
The shift between the second speed and the third speed is a clutch-to-clutch shift in which both the engagement states of the third brake B3 and the second brake B2 are switched. In order to execute this shift smoothly and quickly, the hydraulic pressure control circuit 38 incorporates the circuit shown in FIG. This is the third brake B
The engagement pressure PB3 of 3 is electrically controlled directly, and the configuration will be briefly described below.

In FIG. 5, 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 these shift valves 70, 71, 72 at each shift speed is determined by the respective shift valves 70, 71, 7
2 as shown below. The numbers indicate the respective gears. A third brake B3 is connected via an oil passage 75 to a brake port 74 that communicates with the input port 73 at the first speed and the second speed among the ports of the 2-3 shift valve 71. An orifice 76 is interposed in this oil passage, and the orifice 76 and the third brake B3
A damper valve 77 is connected between and. The damper valve 77 sucks a small amount of hydraulic pressure to perform a buffering action when the line pressure is suddenly supplied to the third brake B3.

Reference numeral 78 denotes a B-3 control valve, which controls the engagement pressure of the third brake B3 directly by the 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 distal end side of the spool 79. On the other hand, among the ports 85 of the 2-3 shift valve 71, a port 86 that outputs the D range pressure at the third or higher speed is provided through a hydraulic passage 87 to the port 85 that opens at the place where the spring 81 is disposed. Are in communication. A lockup clutch linear solenoid valve SLU is connected to a control port 88 formed on the end side of the plunger 80.

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

Further, reference numeral 89 in FIG. 5 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 and a first plunger 91, and a first plunger 9 with a spring 92 and a spool 90 interposed therebetween.
1 and a second plunger 93 arranged on the opposite side. An oil passage 95 is connected to a port 94 at an intermediate portion of the 2-3 timing valve 89, and the oil passage 95
Of the ports of the 2-3 shift valve 71, it is connected to a port 96 which is communicated with the brake port 74 at the third or higher speed.

Further, the oil passage 95 is branched in the middle, and a port 97 is opened between the small land and the large 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
9 is connected to the solenoid relay valve 100. The lock-up clutch linear solenoid valve SLU is connected to the port opened at the end of the first plunger 91, and the second brake B2 is passed through the orifice at the port opened at the end of the second plunger 93. Connected.

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

The orifice control valve 105 is a valve for controlling the speed of exhausting the pressure from 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.

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

In the 2-3 shift valve 71, the port 11 for outputting the D range pressure at the second or lower speed is selected.
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. 5, reference numeral 121 denotes an accumulator for the second brake B2, and the back pressure chamber thereof is supplied with the accumulator control pressure adjusted according to the hydraulic pressure output by the linear solenoid valve SLN. There is. The accumulator control pressure is configured to increase as the output pressure of the linear solenoid valve SLN decreases. Therefore, the second brake B
The transitional hydraulic pressure for engagement / disengagement 2 is such that the lower the signal pressure of the linear solenoid valve SLN, the higher the transition pressure. Further, by temporarily lowering the signal pressure of the linear solenoid valve SLU, the second brake B2
The engagement pressure of can be temporarily increased.

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

Further, for example, when the accelerator pedal 20 is suddenly greatly depressed to increase the throttle opening, the above-described control device determines a shift to a shift position two or more gears apart, and under a predetermined condition. Is configured to perform a shift as described below without immediately shifting to the target shift speed.

FIGS. 6 to 9 are flowcharts showing a control routine therefor. First, it is judged whether the precondition for starting the control is satisfied. That is, it is determined whether the drive (D) range is set (step 1) and whether the vehicle speed V is equal to or higher than a predetermined minimum vehicle speed Vmin (step 2).
Then, the D range is set, and the vehicle speed V is the minimum vehicle speed Vmi.
If n or more, it is determined whether the control start condition is satisfied. The control start condition in this embodiment is the fifth condition.
That is, the speed is set (step 3), the power is on (step 4), and, for example, a downshift to the second speed is determined (step 5). In addition, the determination of the downshift from the fifth speed to the second speed is
Depress the accelerator pedal while traveling at the 5th speed, and as a result, the traveling / driving state is a shift diagram (not shown).
Judgment is made by crossing the downshift line in and entering the second speed range.

The engine 1 to which the above-described automatic transmission 3 is connected is provided with an electronic throttle valve 23 driven by a throttle actuator 22. Therefore, the gear shift judgment is based on the depression amount of the accelerator pedal 20. It is performed based on the basic throttle opening θ controlled by the non-linear characteristic. As a result, the determination of the downshift from the 5th speed to the 2nd speed in step 5 is made by the accelerator pedal 2
When 0 is depressed, the basic throttle opening θ
Is established with a non-linear delay with respect to the depression operation of the accelerator pedal 20.

When both the control start precondition and the control start condition are satisfied, that is, when the determination results of steps 1 to 5 are all "yes", the three timers TD52, TD53, Start T153 (step 6).

Of these timers TD52, TD53, T153, TD52 is a timer for determining the prohibition time of the downshift from the fifth speed to the second speed, and the length thereof does not cause excessive acceleration and shift Is set to a length that does not cause a feeling of delay, and is calculated and calculated based on the traveling state, or is calculated from a map that is preset according to the traveling state. Further, TD53 is a timer that determines the prohibition time of the downshift from the fifth speed to the third speed, and is obtained by calculation based on the traveling state or obtained from a preset map according to the traveling state.

An example of a map of these two times TD52, TD53 is shown in FIGS. 10A and 10B. That is, (A) is an example in which the basic throttle opening θ and its change rate (θ dot) are used as parameters. The larger the basic throttle opening θ and the smaller the change rate of the basic throttle opening θ are. , Set each time TD52 and TD53 short to shorten the time lag. The basic throttle opening θ and the rate of change of the throttle opening may be replaced with the accelerator opening and the rate of change of the accelerator opening, respectively.

Further, (B) is an example in which the rate of change of the basic throttle opening θ and the duration time T5th of the fifth speed are used as parameters, and the rate of change of the throttle opening is the same as in the above case. The lengths of TD52 and TD53 are set, and with respect to the duration time T5TH of the fifth speed, the longer the duration time is, the shorter the time lags of TD52 and TD53 are set to shorten the time lag. Also in this case, the rate of change of the basic throttle opening θ may be replaced with the rate of change of the accelerator opening.

This step 6 corresponds to the means for determining the intermediate state of the intermediate stage in the present invention. After each timer is started in step 6, in step 7, a shift command signal to the fourth speed is output. At the same time as or after this, engine control is started (step 8). This engine control is control for reducing the torque input to the automatic transmission 3 in accordance with the shift, and is executed by retarding the ignition timing of the engine 1 and reducing the fuel injection amount. Further, the control amount, that is, the torque down time T
R and the torque reduction amount ΔTd are set according to the above-mentioned time lag, that is, the intermediate stage transit times TD52 and TD53, and one example thereof is shown in FIG. Therefore, step 8 corresponds to the means for shock reduction control and change of the control amount in the present invention.

FIG. 11 is a map of the torque down time TR and the torque down amount ΔTd using the intermediate stage passing time as a parameter. When the intermediate stage passing time is long, the torque down time TR is short and the torque down amount is also. ΔTd is set small. When the intermediate stage transit time is medium, the torque down time TR and the torque down amount ΔT
Both d are set to medium. In addition, if the intermediate stage transit time is short (including the case where the intermediate stage is not involved),
The torque down time TR is long and the torque down amount ΔT
d is set large.

Therefore, as a general tendency of this control, when the gradient of the torque change is moderated by passing through the intermediate stage, the decrease time and the decrease amount of the input torque are reduced so that the acceleration performance is not hindered. On the contrary, in the case where it is not possible to alleviate the torque change gradient due to the passage of the intermediate stage, on the other hand, the torque of the power transmission system may be increased at the end of the gear shift due to the increase or decrease in the input torque decrease time or the decrease amount of the input torque. Relieve shock.

After starting the above engine control according to the state of the vehicle, it is judged whether or not there is an upshift judgment (step 9). If the upshift is determined, the engine control is terminated (step 10) and then the routine is exited. In addition, when a negative determination is made in any of steps 1 to 5, engine control is similarly ended (step 10), and this routine is exited.

On the other hand, if the upshift is not judged in step 9, it is judged whether or not the power-on downshift to the second speed is judged before the timer T153 counts up the time (step 11). .

If the result of the judgment is "yes", then FIG.
The process proceeds to step 12 shown in (4) and it is determined whether or not the timer TD53 has counted up. FIG. 12A shows a time chart when the result of the judgment in step 12 is “yes”. In this case, since the downshift determination to the second speed is maintained during the retention time for confirming the shift, that is, the timer T153 is counting, the shift prohibition time to the third speed, that is, the count-up of the timer TD53 is stopped. Outputs an instruction to shift to the 3rd speed. And step 12
If the result of the determination is "yes", an instruction to shift to the third speed is output (step 13).

While the timer TD53 is counting time, it is judged whether or not the upshift is judged (step 14). If there is no upshift judgment, the time counting is continued, and the upshift is judged. If there was,
After the engine control is completed (step 10), this routine is exited.

After the downshift to the third speed is instructed,
It is judged whether or not the timer TD52 for defining the shift prohibition time to the second speed has counted up (step 15), and if the determination result is "yes", the prohibition of the shift to the second speed is released. As a result, the gear shift instruction to the second speed is output (step 16). Also, it is determined whether or not there is an upshift determination while the timer TD52 is counting (step 1
7) If the upshift is not determined, the time counting is continued, and if the upshift is determined, the engine control is terminated (step 10) and then the routine is exited.

That is, if the power-on downshift from the fifth speed to the second speed is judged and the state continues,
1 before the time specified by timer TD52 elapses
The gears are downshifted step by step, and the transit time of each intermediate speed is a time based on the running state. Therefore, the downshift to the second speed, which is the target shift speed, is performed by the timer TD5
Since it is executed after the progress of 2, there is no excessive acceleration and, conversely, there is no feeling of delay in shifting. Furthermore, during the time that each intermediate speed is suitable for the running state,
Since the next gear shift will occur after passing through, it is possible to prevent a so-called two-stage shock which causes a shock during the gear shift of the intermediate gear stage.

By the way, when the result of the judgment at step 11 is "no", that is, when the timer T152 is counting
If there is no judgment of power-on downshift to speed,
In step 18 shown in FIG. 8, the timer TD53, which defines the prohibition time for downshifting to the third speed, stops counting at the same time as the timer T153 counts up, and then the fourth speed to the third speed during the counting. It is determined whether or not there is a downshift determination (step 19). FIG. 12B shows a time chart of an example in which the result of the judgment in step 19 is "yes", and when the judgment of downshift to the third speed is made while the timer TD53 is counting, Simultaneously with the end of the timer TD53, a gear shift instruction to the third speed is output (step 20). If the shift to the third speed is not judged while the timer TD53 is counting, the fourth speed is output (step 21).

Timer TD52 after instructing the shift to the third speed
It is determined whether or not has counted up (step 22)
If the determination result is "no", it is determined whether or not there is an upshift determination (step 23). If there is an upshift determination, this routine is exited. If there is no upshift determination, the third routine is performed. Stay fast. Also timer TD52
If is counted up, it means that the prohibition of the shift to the second speed has been released, so the second speed is set during the timer TD52.
It is determined whether or not a downshift to speed has been determined (step 24). If the determination result is "yes", then the second
Instruct the speed (step 25). If the downshift to the second speed is not determined, the third speed is instructed (step 26). In either case, this routine is exited after the engine control is completed (step 10).

Furthermore, when the fourth speed is instructed (step 21) because the downshift to the third speed is not judged while the timer TD53 is counting, the routine proceeds to step 27 in FIG. 9 and shifts to the third speed. Is determined. This example is shown in FIG. 12C, and if the shift to the third speed is judged after the timer TD53 has passed, that is, if the judgment result of step 27 is "yes", the third
Since the prohibition of the speed is released, the shift to the third speed is immediately instructed (step 28).

Then, it is determined whether or not the timer TD52 has counted up (step 29), and if it is counting, it is determined whether or not there is an upshift determination (step 3).
0). If there is an upshift determination, the engine control is terminated (step 10) and then this routine is exited. If there is no upshift determination, the timer TD52 continues counting. If the timer TD52 has finished counting, that is, if the result of the determination in step 29 is "yes", then it is determined whether or not there is a downshift determination to the second speed during the counting (step 31). If there is no downshift determination, this routine is exited after ending the engine control (step 10), and if there is a downshift determination, the time for prohibiting the second speed has already passed. At that time, the shift to the second speed is instructed (step 32). Then, after ending the engine control (step 10), the routine exits.

That is, when the vehicle is running at the fifth speed, the second speed is set.
If it is determined that the power-on downshift to the fourth speed and the downshift to the fourth speed and the time to prohibit the downshift to the second speed elapse after the downshift to the fourth speed, it is determined that the second speed should be set. The second speed is set according to the passage of the prohibition time, and the prohibition time is set according to the running state, so that excessive acceleration or delay in gear shifting does not occur.
A downshift to the second speed can be performed. Also the second
Since the transit time of the intermediate speed stage until reaching the high speed is the time set according to the running state, so-called two-stage shock can be prevented, and the engine can be blown up smoothly. it can.

By the way, a downshift from the third speed to the second speed may occur when passing through the intermediate gear in the so-called interlaced shift. This downshift releases the second brake B2 as described above. , And the clutch-to-clutch shift is performed in which the third brake B3 is engaged. In that case, since the engagement pressures of these brakes B2 and B3 can be controlled individually, the torque can be reduced by these brakes B2 and B3 at the end of the shift.

An example will be described below. In FIG. 13, it is determined whether or not the determination of downshifting from the third speed to the second speed in the power-on state is established (step 40). When a negative determination is made, the process returns without performing any control. On the other hand, when the determination is affirmative, it is determined whether or not the control termination condition is satisfied (step 41).

This control termination condition is the input rotation speed (turbine rotation speed or rotation speed of a member integrated with the turbine) NC0.
A predetermined time elapses from when the rotational speed reaches a rotational speed obtained by subtracting a predetermined rotational speed (for example, 50 rpm) from the synchronous rotational speed of the second speed (output rotational speed multiplied by a gear ratio of the second speed). , Or that a gear shift to a gear other than the second gear is output, and either condition is satisfied,
The control end condition is satisfied.

When the speed change from the third speed to the second speed is output, the 2-3 shift valve 71 is operated to change over,
The input port 73 communicates with the brake port 74.
Therefore, through the oil passage 75 and the orifice 76, the third
Hydraulic pressure is supplied to the brake B3, and its engagement pressure is B-3.
The pressure is adjusted by the control valve 78.

On the other hand, since the oil passage 87 communicating with the second brake B2 is communicated with the drain through the port 86, the pressure is discharged from the second brake B2. The transient hydraulic pressure of the second brake B2 is changed by the accumulator control valve 105. That is, the third brake B3 is engaged while adjusting its engaging pressure, and the second brake B2 is released while adjusting its engaging pressure.

When the result of the determination in step 41 is "no", that is, when the control end condition is not satisfied,
It is determined whether the start condition of the sweep control is satisfied (step 4
2). This sweep control is a control for temporarily gradually increasing (increasing) the hydraulic pressure of the second brake B2, which is the disengagement side frictional engagement device at the time of downshifting to the second speed, and specifically, the duty of the linear solenoid valve SLN. This is done by gradually changing the ratio. Further, this sweep control is executed immediately before the end of the shift, and therefore the control start condition is that the input rotation speed NC0 has exceeded a rotation speed lower than the synchronous rotation speed of the second speed by a predetermined reference value, or the present time. That is, the ratio of the difference between the input rotational speed NC0 and the synchronous rotational speed and the increase rate of the input rotational speed is below a predetermined reference value. It should be noted that these reference values are values that are set in advance as a map according to parameters indicating the traveling state such as vehicle speed and throttle opening.

The boosting amount ΔPB2 and the boosting time TPB2 of the engagement pressure PB2 of the second brake B2 are changed according to the transit time of the intermediate stage during the interlaced shift, and an example thereof is shown in FIG.
To the torque down time TR and the torque down amount ΔT
It is shown as a map together with d. That is, when the intermediate stage transit time is long, the change gradient of the output torque becomes gentle, so the boost time TPB2 is short and the boost amount ΔP
B2 is set to a small value. If the intermediate stage transit time is medium, both the boosting time TPB2 and the boosting amount ΔPB2 are set to medium. Furthermore, when the intermediate stage transit time is short, the change gradient of the output torque becomes steep,
In order to increase the tie-up tendency by the two brakes B2 and B3 and increase the amount of decrease in torque, the boosting time TPB2 is long and the boosting amount ΔPB2 is set to a large value.

If the above sweep control start condition is not satisfied, that is, the judgment result of step 42 is "no".
If so, basic hydraulic control is executed (step 43).
The control target of the basic hydraulic control is directly the signal pressure of the linear solenoid valve SLN, and thus the engagement pressure of the second brake B2 is ultimately controlled, as in the above-mentioned sweep control. This basic hydraulic control is executed unless the above-mentioned sweep control start condition is satisfied. Therefore, the basic hydraulic control is executed immediately by the output of the shift from the third speed to the second speed, and the output of the linear solenoid valve SLN is output. The signal pressure is increased, and the back pressure of the accumulator 121 for the second brake B2 is reduced to a predetermined constant pressure.

Therefore, immediately after the shift from the third speed to the second speed is output, the engagement pressure is reduced by exhausting the pressure from the second brake B2, and the oil accumulated in the accumulator 121 causes a predetermined low pressure. Maintained at. The engagement pressure of the third brake B3 is maintained at a low pressure by lowering the signal pressure sent from the linear solenoid valve SLU to the B-3 control valve 78 to lower the pressure regulation level of the B-3 control valve 78. It Therefore, since the engagement pressures of these two brakes B2 and B3 are both low, the input rotational speed NC0 rapidly increases, and the shift proceeds.
In this way, the engine torque reduction control is executed at the end timing of the inertia phase when the rotation speed of the rotating member changes. This reduction of the engine torque can be implemented by delaying the ignition timing or reducing the opening degree of the electronic throttle valve 23. Further, the reduction amount of the engine torque and the time period thereof are values corresponding to the transit time of the intermediate stage as described above.

When the input speed NC0 increases with the progress of gear shifting, the engagement pressure of the third brake B3 is increased,
The engagement pressure is almost sufficient to achieve the second speed. Specifically, this is executed by increasing the output pressure of the linear solenoid valve SLU to increase the pressure regulation level of the B-3 control valve 78.

Around this, the sweep control is executed when the above-mentioned sweep control start condition is satisfied (step 44). That is, the output pressure of the linear solenoid valve SLN is gradually reduced, and the back pressure of the accumulator 121 for the second brake B2 is gradually increased. At this point, since the third solenoid valve S3 is outputting the signal pressure, the hydraulic pressure is being supplied to the control port 112 of the orifice control valve 105, so that the port 107 communicating with the second brake B2 is It is closed and the pressure is exhausted from the second brake B2 through the small orifices 101 and 102.

Therefore, when the back pressure of the accumulator 121 increases and the amount of oil pushed out from the accumulator 121 increases, the orifice 10
When the amount of oil pushed out from the accumulator 121 becomes larger than the amount of oil drained through 1, 102, the engagement pressure of the second brake B2 starts to increase. In the present invention, the engagement pressure of the second brake B2 is gradually increased (sweep up) almost simultaneously with or immediately after the engagement pressure of the third brake B3 is increased as described above.

By thus increasing the engagement pressure of the second brake B2, the two brakes B2 and B3 both have a torque capacity, and a so-called tie-up state occurs. As a result, the action of reducing the output shaft torque occurs. That is, the third brake B for setting the second speed
Since 3 is almost completely engaged, the output shaft torque tends to rapidly increase to the torque according to the gear ratio in the second speed, but the torque transmitted to the output shaft by the second brake B2 is Since it is responsible for a part, rising of the output shaft torque is suppressed. Therefore, this step 44 corresponds to the means for shock reduction control and change of the control amount in the present invention.

At a point in the middle of the above-mentioned sweep control, more specifically, a predetermined time after the input rotational speed NC0 reaches the predetermined rotational speed by increasing the engagement pressure of the second brake B2. The third solenoid valve S3 outputs a signal pressure to switch the orifice control valve 105. That is, the port 107 communicates with the port 108, and the second brake B2 communicates with the oil passage 103 having the large-diameter orifice 104. Therefore, while the back pressure of the accumulator 121 is gradually increased, the orifice of the drain path from the second brake B2 is enlarged, so that the hydraulic pressure of the second brake B2 is maintained at a slightly increased value and the tie-up described above is performed. Stay in the state. The output signal pressure of the linear solenoid valve SLN is maintained at that pressure after being increased to a predetermined pressure.

In this way, after the input shaft speed NC0 approaches the second speed synchronous speed while the output shaft torque slowly increases,
When the predetermined time set according to the transit time of the intermediate stage has elapsed, the above-described control end condition is satisfied, and step 41
When the result of the judgment is "Yes", the control ends (step 45). Specifically, the linear solenoid valve SLN is controlled based on a control routine other than the control described above.

In the engine torque reduction control, the return control is performed when the time set in accordance with the transit time of the intermediate stage elapses after the input speed NC0 is increased to the predetermined speed, and is set in advance. The torque reduction amount is controlled to be zero within the predetermined time.

The above control will be described with reference to the time chart shown in FIG. 13. When a predetermined time elapses from the time t0 when the determination of the shift from the third speed to the second speed is established, t1
Shift output is performed at the time point. Along with that, the 2-3 shift valve 71 is switched, so that the engagement pressure is reduced by exhausting the pressure from the second brake B2, and also the third brake B2.
The hydraulic pressure is supplied to 3 and the engagement pressure is increased to the pressure in the low pressure standby state. Second and third brakes B2,
As the engagement pressure of B3 is controlled to be low, the input rotational speed NC0 starts to gradually increase, and the output shaft torque To also gradually increases.

On the other hand, the linear solenoid valve SLN is controlled by the above-mentioned basic hydraulic control in order to set the engagement pressure of the second brake B2 to a predetermined low pressure. That is, the control value is maintained at the predetermined level.

The sweep control of the linear solenoid valve SLN is started at time t2 when the input rotation speed NC0 increases and the above-mentioned sweep control start condition is satisfied, and the control amount (duty ratio) is changed stepwise.

When the input speed NC0 increases and approaches the second speed synchronous speed, the torque down control of the engine is executed (time t3). Immediately after that, at time t4, the engagement pressure of the third brake B3 is increased to a level where it is almost completely engaged, and the output shaft torque To starts to increase accordingly, but with the sweep control of the linear solenoid valve SLN. As a result, the engagement pressure of the second brake B2 is increased (at time t5) and maintained at a predetermined engagement pressure, so that the gradient of increase in the output shaft torque To becomes gentle.

At time t6 in the process, the engine torque return control is started, and the output of the signal pressure of the third solenoid valve S3 is stopped. Then, t when the control end condition is satisfied
At 7th point, the sweep control of the linear solenoid valve SLN is terminated, and the second brake B2 is rapidly released.

Explaining the relation between the respective hydraulic pressures in this process, B3 which is the engagement pressure of the third brake B3 at time t0.
The pressure is much lower than the B2 pressure which is the hydraulic pressure of the second brake B2, and after the time t1, the B3 pressure is gradually increased and the B2 pressure is gradually decreased. And at time t2, B
2 Pressure is maintained slightly higher than B3 pressure. At time t6, the B2 pressure is set to be slightly higher than the pressure at time t2 and lower than the pressure at time t0.
The 3 pressure is set higher than the B2 pressure at time t0.

Therefore, according to the above-described control device, after the shift output, the second and third brakes B2 and B3 are maintained at a low hydraulic pressure to allow the shift to proceed rapidly. It can be prevented. After the shift progresses to increase the engagement pressure of the third brake B3 on the engaging side, the hydraulic pressure of the second brake B2 on the releasing side is increased for a predetermined period, so that the increase in the output shaft torque is alleviated. As a result, shift shock is reduced. Further, since the engine torque reduction control is also performed, the increasing tendency of the output shaft torque is further alleviated and the shift shock becomes better.

The speed of engagement / disengagement of the frictional engagement devices such as the brakes B2 and B3 is affected by the speed of oil supply / discharge, and the flow speed of oil is affected by its viscosity. Therefore, the speed (timing) of engagement / disengagement of the frictional engagement device differs depending on whether the viscosity of the oil is high or low. Therefore, for the control value obtained from the map when performing the above-described control, it is possible to prepare a high temperature map and a low temperature map, and select and use one of these maps based on the temperature conditions. preferable. In that case, as shown in FIG. 15, a map for low temperature is used until the engine water temperature and the oil temperature rise above a predetermined reference temperature α ° C., and the engine water temperature and the oil temperature are used as the reference. It is preferable to use the high temperature map until the temperature falls below another reference temperature β ° C. lower than the temperature α ° C. If there is a difference (hysteresis) in the reference temperature for switching maps in this way,
Hunting can be prevented.

As described above, in the control device according to the present invention, the amount of engine torque down and its time, or the tie-up tendency during clutch-to-clutch shift, is determined according to the transit time of the intermediate shift stage during the interlaced shift. Change the boosting time and boosting amount of the second brake B2. Therefore, if the relationship of these three parties is shown in a time chart,
The solid line, the broken line, and the alternate long and short dash line correspond to each other. That is, when the intermediate stage transit time is long (solid line A), the engine torque down time and amount before and after the engine speed Ne becomes the second speed synchronous speed become small values (solid line A1), and The pressure increasing time of the brake B2 and its amount ΔPB2 become small (solid line A2). Similarly, if the intermediate stage transit time is medium (broken line B), the engine torque down time and its amount, and the boosting time of the second brake B2 and its amount ΔPB2
Are medium levels (broken lines B1 and B2). Further, when the intermediate stage transit time is short (dashed line C), the engine torque down time and its amount, and the pressurization time of the second brake B2 and its amount ΔPB2 respectively become large values (dashed lines C1 and C2).

Therefore, the torque reduction control at the end of the shift is executed by the control in cooperation with the engine torque reduction control and the output torque reduction control by increasing the tie-up tendency. Therefore, if either one of the engine torque reduction control and the output torque reduction control by increasing the engagement pressure of the friction engagement device is prohibited or malfunctions, the torque reduction amount by the other torque control and its time To compensate for the shortage of torque reduction due to the torque control that is either impossible or abnormal. Therefore, even when the intermediate stage transit time is long, the engine torque reduction amount, its control time, or the boosting time and its control time may be set to a large value regardless of the map shown in FIG. In short, the torque reduction required according to the transit time of the intermediate stage is achieved by controlling the engine torque and the output torque by tie-up in cooperation with each other.

Therefore, according to the above-mentioned control, when the change gradient of the output torque is gentle due to the long transit time of the intermediate stage, the torque input to the automatic transmission 3 or the reduction amount of the output torque and the control time thereof are suppressed. Therefore, the rise of the output torque due to the downshift becomes good.
On the contrary, due to the short transit time of the intermediate stage,
When the change gradient of the output torque becomes steep, the torque input to the automatic transmission 3 or the amount of reduction of the output torque and the control time thereof are increased. Therefore, it is possible to prevent a sudden change of the output torque due to the downshift. The shift shock can be improved.

In the above embodiment, the power-on downshift from the fifth speed to the second speed has been described as an example.
The present invention is not limited to the above-described embodiment, and the present invention can be applied to shift control in the case of shifting to a shift stage separated by two or more stages. Further, in the present invention, the gear shift via the intermediate gear may be executed only when the vehicle is in a predetermined traveling state. Furthermore, the control start preconditions and control start conditions are not limited to the conditions shown in the above-described embodiment. Further, in the above-described embodiment, the example in which the engine having the electronic throttle valve is targeted is shown, but the present invention can be implemented in the engine configured to electrically control the sub-throttle valve. The present invention can be applied to a control device for a transmission other than the automatic transmission shown in FIGS. 1 to 5, and is not limited to the above-mentioned embodiment.

[0090]

As described above, in the control device of the present invention, when executing a so-called interlaced shift having two or more steps, the shock caused by the reduction control of the engine torque and the output torque in accordance with the transit time of the intermediate step. Since the control amount of the reduction control is changed, the shift time does not become excessively long, and conversely, the change in the output torque does not suddenly change. Therefore, according to the present invention, there is a feeling of shifting delay. It is possible to effectively prevent deterioration of gear shift shock.

Further, particularly in the invention described in claim 4, the engine torque reduction control and the torque reduction control by re-pressurization of the disengagement side friction engagement device at the time of clutch-to-clutch shift are executed in cooperation with each other. Therefore, even if either one of the torque reduction control is impossible or is out of order, it is possible to effectively prevent the rattling of the gear shift and the deterioration of the gear shift shock.

[Brief description of the drawings]

FIG. 1 is a skeleton diagram showing an example of a gear train of an automatic transmission targeted by the present invention.

FIG. 2 is a diagram showing an engagement operation table of a friction engagement device for setting each shift speed in the automatic transmission.

FIG. 3 is a control system diagram for the engine and the automatic transmission.

FIG. 4 is a diagram showing an arrangement of each range position in the shift device.

FIG. 5 is a hydraulic circuit diagram showing a portion mainly controlling the second brake and the third brake in the hydraulic circuit.

FIG. 6 is a partial view of a flowchart showing an example of a control routine at the time of an interlaced shift from the fifth speed to the second speed.

FIG. 7 is a diagram showing another part of the flowchart.

FIG. 8 is a diagram showing still another portion of the flowchart.

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

FIG. 10 is a diagram showing an example of a map for determining set times of timers TD52 and TD53.

FIG. 11 is a diagram showing an example of a map of engine torque down time, engine torque down amount, boosting time, and boosting amount set according to the transit time of the intermediate shift stage during the interlaced shift.

FIG. 12 is a time chart at each time point when a shift determination is established for each intermediate shift speed during an interlaced shift from the fifth speed to the second speed.

FIG. 13 is a diagram showing a control routine of a sweep control of an engagement pressure of the disengagement side frictional engagement device at the end of the shift at the time of power-on downshift from the third speed to the second speed.

FIG. 14 is a time chart when the control is executed.

FIG. 15 is a diagram schematically showing operating temperature regions of a high temperature map and a low temperature map.

FIG. 16 is a time chart showing the correlation between the length of the intermediate stage passing time, the engine torque down time and its amount, and the time for increasing the engagement pressure of the second brake and its amount.

[Explanation of symbols]

 1 Engine 3 Automatic Transmission 21 Electronic Control Device for Engine 33 Electronic Control Device for Shift

Claims (4)

[Claims] Claim: What is claimed is: 1. An automatic transmission, wherein a shift from a current shift stage to a target shift stage on a low speed side that is two or more stages apart is executed by temporarily passing through an intermediate shift stage between these shift stages, and In a control device for an automatic transmission that executes shock reduction control in association with a shift in a transmission, a means for determining a state of passing through the intermediate shift speed, and a state of passing through the intermediate shift speed determined by the means. And a means for changing a shock reduction control amount by the shock reduction control based on the shock reduction control. 2. The means for changing the shock reduction control amount by the shock reduction control is a means for changing the control amount for the output torque reduction control of the engine to which the automatic transmission is connected. 1. The control device for the automatic transmission according to 1. 3. A means for changing a shock reduction control amount by the shock reduction control, in a clutch-to-clutch gear shift for engaging a first friction engagement device and releasing a second friction engagement device. 2. The automatic shift according to claim 1, further comprising means for changing a control amount of control for increasing the engagement pressure of the second friction engagement device after the engagement of the first friction engagement device. Machine control device. 4. A clutch toe for reducing output torque of an engine to which the automatic transmission is connected and for engaging a first friction engagement device and releasing a second friction engagement device.
The shock reduction control is performed by interlocking with the control for increasing the engagement pressure of the second friction engagement device after the engagement of the first friction engagement device during clutch shift. The control device for an automatic transmission according to claim 1, further comprising: a means for performing the operation.