JPH09264411A - Control device for automatic transmission - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a control device for an automatic transmission which smoothly controls speed change motion in the automatic transmission without using an accumulator. SOLUTION: In order to delay the engagement of a clutch (specially a forward clutch and reverse clutch) where initial oil pressure in the hydraulic circuit is directly supplied, the motion of the shift valve is delayed in the case where a shift valve is provided in a hydraulic circuit to be controlled. On anther occasion, oil pressure is controlled by controlling a duty solenoid valve for controlling the initial oil pressure of the hydraulic circuit of controlling the oil pressure of a clutch line (step S111, 112). Thus the speed change motion can be smoothly carried out extending over a wide temperature range.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a control device for a vehicle, and more particularly to a control device for an automatic transmission of an automobile, which is a typical vehicle.

[0002]

2. Description of the Related Art Conventionally, an automatic transmission mounted on a vehicle is generally a combination of a torque converter and a speed change gear mechanism, and a power transmission path of the speed change gear mechanism is selected from a plurality of friction elements such as clutches and brakes. Then, the speed is changed automatically by switching. This type of automatic transmission is provided with a hydraulic control circuit that controls the supply and discharge of hydraulic pressure to the actuators of the friction elements. This hydraulic control circuit is generally a pressure regulator valve that adjusts the line pressure, a manual valve that switches the range by manual operation, and a hydraulic valve that communicates with each of the actuators described above. It is provided with a shift valve to be supplied and a driving means for driving each shift valve by receiving a control signal according to an operating state.

By the way, in such an automatic transmission, the hydraulic pressure is supplied to at least two specific friction elements at the time of a predetermined gear shift, and the operating states of the respective friction elements are set to be switched. is there. In such a case, smooth shift operation cannot be obtained unless the timing at which one of the plurality of friction elements is switched and the timing at which the other friction element is switched are properly adjusted. Therefore, for example, as disclosed in Japanese Patent Publication No. 4-8965, the hydraulic pressure supplied to one of the plurality of friction elements is received as a pilot pressure, and the plurality of friction elements are received according to the pilot pressure. By providing a pressure regulating valve (hereinafter referred to as an accumulator) that regulates the hydraulic pressure supplied to the other friction element, the timing of supplying the operating hydraulic pressure to each of the friction elements is adjusted to smoothly perform the gear shifting operation. The method of making it done is proposed. As this conventional example, FIG. 12 shows a conventional example extracted by using a hydraulic circuit of a reverse clutch (hereinafter, RevCL) and a forward clutch (hereinafter, FwdCL) as an example.

FIG. 12 is an extract diagram of a hydraulic circuit (reverse clutch and forward clutch line) of an automatic transmission as a conventional example.

In the figure, automatic oil (hereinafter referred to as AT
F) is pumped up by the oil pump 108, and is made to have a predetermined hydraulic pressure by the regulator valve 107 and the duty solenoid valve 106 and supplied to the manual valve 109 via the main line 111. RevC
The L121 is connected to the manual valve 109 via the RevCL line 112, and the RevCL line 1
A reverse line side accumulator 123 is provided in the middle of 12. On the other hand, FwdCL122 is FwdC
It is connected to the shift valve 105 via the L line 114, and a forward line side accumulator 124 is provided in the middle of the FwdCL line 114. Furthermore,
Manual valve 10 via FwdCL line 113
9 is connected. Further, detection results are input to the control device 120 from various sensors (not shown) such as engine speed, oil temperature such as ATF, and manual valve position.
When the driver operates the manual valve 109 to change from the forward stage (so-called drive range D) to the reverse stage (so-called reverse range R), the control device 120 causes Fwd.
The fastening release operation of the CL 122 and the fastening operation of the RevCL 121 are started. At that time, the ATF flowing through the RevCL line 112 is the reverse line side accumulator 12
By the operation of 3, the inflow to RevCL 121 is delayed. As a result, the shifting operation is smoothly performed. Similarly, in the case of changing from the R range to the D range, the forward line side accumulator 124 acts and the gear shifting operation is smoothly performed.

[0006]

However, in the above-mentioned conventional example, the accumulator is a mechanism which is not required during steady running but only during gear shifting, and is the best means in view of maintainability and cost. I can not say. Therefore, a method of eliminating the accumulator and smoothing the shift operation by controlling the pressure of the regulator valve may be considered. At that time, if the ATF is low due to the surrounding environment, the viscosity of the ATF becomes high and the shift operation is increased. The delay characteristic of is not stable, and as a result, the shifting operation may not be stable. Especially in the R range and D range, RevC
It is possible that L and FwdCL will both develop into interlocking engagements. This possibility becomes particularly great when the shift operation between the R range and the D range is performed within a short time. In this case, one way to think is to increase the reaction force of the return spring of each clutch to secure the drain speed of the ATF from the hydraulic circuit. However, a larger force than the reaction force of the return spring is generated. Therefore, it is necessary to increase the line pressure of the hydraulic circuit, which is inefficient and impractical.

SUMMARY OF THE INVENTION Therefore, an object of the present invention is to provide an automatic transmission control device for smoothly controlling gear shifting operation in an automatic transmission without an accumulator.

[0008]

In order to achieve the above object, a control device for an automatic transmission according to the present invention is characterized by the following configuration.

That is, a fluid pressure adjusting means for adjusting the fluid pressure of the medium generated by the pump to a predetermined pressure, a speed change gear mechanism,
The predetermined pressure is used as the working pressure, and a plurality of friction elements that are selectively fastened by supply and discharge of the working pressure to switch the power transmission path of the speed change gear mechanism are connected to the fluid pressure adjusting means and the friction element. Provided in the middle of the circuit of the medium,
A control device for an automatic transmission, comprising: an operating pressure supplying / discharging means for supplying / discharging the operating pressure, wherein at least one of the fluid pressure adjusting means and the operating pressure supplying / discharging means is calculated by calculating the predetermined pressure. The control means for controlling the operation, the detection means for detecting the value related to the temperature of the medium, and the two power transmission paths when the two friction elements having different fastening states among the plurality of friction elements are switched. Delaying means for delaying the engagement operation of the friction element that is engaged by switching between the values when the value related to the temperature is lower than a predetermined temperature, based on the detection result of the detection means. It is characterized by As a result, when the supply and discharge of the working pressure is performed via the working pressure supply and discharge means,
The engagement release operation and the engagement operation are prevented from conflicting with each other to ensure a smooth shift operation.

More preferably, the operating pressure supply / discharge means is
In the case of a shift valve comprising a circuit for communicating the circuit of the medium and a circuit for disconnecting the medium, the shift valve selecting one of communication or disconnection of the circuit according to a signal from the control means,
The delay means changes the control by the control means so as to delay the operation start timing of the shift valve. Specifically, the delay means reduces the increase amount of the operating pressure per unit time and / or delays the increase start timing of the operating pressure.
The control by the control means is changed.

A fluid pressure adjusting means for adjusting the fluid pressure of the medium generated by the pump to a predetermined pressure, a speed change gear mechanism,
A plurality of friction elements that are selectively fastened by supply and discharge of operating pressure to switch the power transmission path of the speed change gear mechanism, and are provided in the middle of a circuit of the medium that communicates the fluid pressure adjusting means and the friction element. A control device for an automatic transmission comprising: an operating pressure adjusting means for adjusting the operating pressure; and controlling the fluid pressure adjusting means by calculating the predetermined pressure, and the operating pressure according to the predetermined pressure. Out of the plurality of friction elements, a control means for calculating the operating pressure adjusting means and controlling the operating pressure adjusting means, a detecting means for detecting a value relating to the temperature of the medium,
When the two friction elements that are in different engagement states are switched, the value relating to the temperature is determined based on the detection result of the detection means for the engagement operation of the friction element that is engaged by switching the power transmission path. Delaying means for delaying the temperature lower than the temperature higher than the temperature higher than the temperature. As a result, even in an automatic transmission that is not provided with a working pressure supply / discharge means, it is possible to prevent the predetermined pressure from being directly applied to the friction element via the working pressure adjusting means, so that the engagement release operation and the fastening operation are performed. Prevents operation conflicts and ensures smooth gear shifting.

More preferably, the delay means reduces the increase amount of the working pressure per unit time and / or delays the start timing of the increase of the working pressure.
The control of the operating pressure adjusting means by the control means is changed.

In each of the above configurations, the two friction elements that are in the different engagement states have different output rotation directions to the speed change gear mechanism when engaged.

In each of the above-mentioned constitutions, it is more preferable that the delay amount by the delay means is set to be larger when the time interval in which the frictional element changing operation is performed is shorter than a predetermined time than when it is long. And As a result, when the driver's gear shifting operation is longer than the predetermined time, the delay process is prohibited, and it is possible to prevent the chance of delaying the gear shifting operation more than necessary.

Alternatively, the fluid pressure adjusting means for adjusting the fluid pressure of the medium generated by the pump to a predetermined pressure, the speed change gear mechanism, the predetermined pressure as the working pressure, and the selective fastening by supplying and discharging the working pressure. A control device for an automatic transmission, comprising: a plurality of friction elements that switch the power transmission path of the transmission gear mechanism to control the fluid pressure adjusting device by calculating the predetermined pressure; Of a friction element that is fastened by switching the power transmission path when switching between two detection elements that detect a value related to the temperature of the friction element and two friction elements that are in different fastening states among the plurality of friction elements. Delaying means for delaying the operation based on the detection result of the detecting means when the value relating to the temperature is lower than a predetermined temperature than when the value is higher,
It is characterized by having. This prevents a conflict between the engagement release operation and the engagement operation and ensures a smooth gear shift operation.

[0016]

BEST MODE FOR CARRYING OUT THE INVENTION Embodiments in which the present invention is applied to an automatic transmission of an automobile, which is a typical vehicle, will be described below with reference to the drawings. The automatic transmissions for automobiles in the following embodiments are all types of automatic transmissions that do not have the above-mentioned accumulator, and the shift positions are arranged as P (parking) -R (reverse) -N (neutral) -D.
It is assumed that the order is (drive) -2 (second) -1 (first).

<First Embodiment> FIG. 1 shows a first embodiment of the present invention.
FIG. 3 is an extract diagram of a hydraulic circuit (reverse clutch and forward clutch line) of the automatic transmission as the embodiment of FIG.

In the figure, automatic oil (hereinafter referred to as AT
F) is pumped up by the oil pump 55, and the regulator valve 54 and the duty solenoid valve 5
A predetermined hydraulic pressure is set by 3 and is supplied to the manual valve 57 via the main line 61. RevCL51 is
It is connected to the manual valve 57 via the RevCL line 62. On the other hand, FwdCL52 is FwdCL
It is connected to the shift valve 56 via a line 64. Further, it is connected to the manual valve 57 via the FwdCL line 63. Further, the control device 101 includes
Detection results are input from various sensors (not shown) such as engine speed, oil temperature such as ATF, and manual valve position.

Next, the operation of the control device 101 for controlling the hydraulic circuit of FIG. 1 according to the present invention will be described with reference to FIG. The following processing is always continued from when the driver turns on the ignition key to when it turns off.

FIG. 4 is a flow chart showing the operation of the control device according to the first embodiment of the present invention.

In the figure, in step S1, data is obtained from various sensors such as engine speed, oil temperature such as ATF, and manual valve position. Next, the operation of the manual valve 57 is monitored (step S2).

When the operation of the manual valve 57 is not detected in step S2, the internal flag and the counter are reset in step S9 (step S9), and the main line 6
Calculation processing of the set hydraulic pressure of 1 is performed (step S11), and oil temperature correction processing is performed based on the set hydraulic pressure (step S11).
37). This oil temperature correction processing is generally performed, and the duty of the duty solenoid valve 53 is obtained from a lookup table stored in advance according to the set oil pressure obtained in step S11 (step S3
7) By controlling the duty solenoid valve 53 using the obtained duty, the hydraulic pressure calculated in step S11 is realized (step S38).

On the other hand, in step S2, the manual valve 5
When the operation of No. 7 is detected, it is determined which position is changed to which position in the R range, the N range, and the D range (steps S3, 21, 31), the flag for internal processing is turned on, and the operation is performed. The counter is incremented by 1 in order to measure the time required for the operator to change the position (steps S4,5, steps S22, 23, steps S32, 33, steps S34, 35).

Next, each branch will be described. When the D range is detected from the N range in step S3, it is determined whether or not the shelf pressure is being controlled after the processing of the flag and the counter described above (step S6). In the determination as to whether the shelf pressure is being controlled, it is determined whether or not the final step of the shelf pressure control, which is predetermined for the hydraulic pressure of the main line, has been reached, and if NO, the process proceeds to step S9 to perform the above process. On the other hand, YE
In the case of S, an interlock avoidance process (R → N →
D) is performed (step S7). Whether or not precharging to pressurize the main line 61 to a predetermined hydraulic pressure required to start the operation without delay when performing a shift operation is necessary, that is, whether the line pressure is lower than the predetermined hydraulic pressure. Is determined (step S8), and if NO, the process proceeds to step S11 and subsequent steps. On the other hand, if YES, the precharge pressure application process is performed (step S1).
0), the process proceeds to step S11 and subsequent steps. next,
When the R range is detected from the N range in step S21, after the processing of the flag and the counter described above, step S8 is performed.
Proceed to. Further, when the N range is detected from the R range in step S31, or when the N range is detected from the D range in step S31, after the processing of the flag and the counter described above, the processing of setting the line pressure at neutral is performed. (Step S36), the process after the oil temperature correction process of the above-mentioned step S37 is performed.

Next, the interlock avoidance process (R → N → D) in step S7 of FIG. 4 will be described with reference to FIG.

FIG. 5 is a flowchart showing an interlock avoidance process (R → N → D) according to the first embodiment of the present invention.

In the figure, in step S51, it is determined whether or not the ATF oil temperature is lower than a predetermined temperature. If NO, the operation delay timer T is set to zero (step S54), and the process proceeds to step S55. On the other hand, if YES indicates that the ATF viscosity is high because the oil temperature is low, the time (T2) required until the position of the manual valve 57 is changed from the R range to the N range by the driver's operation. , N
Time required to change from range to R range (T
0) and the sum is shorter than the predetermined time Tb, and NO
In the case of, the process proceeds to step S54. On the other hand, in the case of YES, the predetermined time Tdf is substituted into the operation delay timer T (step S53), the drain operation of the RevCL 51 is performed, and the fastening is released (step S55). Next, step S
56 and step S57 are the operation delay routine by the operation delay timer T, and the predetermined time T is set in step S53.
When df is substituted, the loop is executed until T = 0.
Then, in step S58, the shift valve 56 is operated to fasten the FwdCL 52.

Above, the manual valve 57 by the driver
Is operated for a predetermined time Tb from the R range to the D range.
When it is changed in a shorter time, the engagement release operation of the RevCL 51 is started, and the engagement operation of the FwdCL 52 is delayed by the control of the shift valve 56. As a result, the gear shifting operation is smoothly performed even when the temperature of the ATF is low.

<Modification of First Embodiment> In this modification, the interlock avoidance process is performed in the hydraulic circuit of FIG.
A method of controlling the duty solenoid valve 53 will be described with reference to FIG. 6 because it is realized not only in the case of → N → D but also in the case of D → N → R. The following processing is always continued from when the driver turns on the ignition key to when it turns off.

FIG. 6 is a flowchart showing the operation of the control device as a modified example of the first embodiment of the present invention.
The differences from the flowchart of FIG. 4 will be mainly described.
Note that the same step numbers are given to the steps of the same processing as in the flowchart of FIG. 4, and the description thereof will be omitted. In FIG. 6, first, as in the case of FIG. 5 described above, after detecting a change from the N range to the D range (step S3) or from the N range to the R range (step S21), the internal flag and the counter are operated. Then, it is determined whether or not the shelf pressure control is being performed (step S100), and if NO, the process proceeds to step S9 to perform the above process. On the other hand, in the case of YES in the present embodiment, it is first determined whether or not the ATF oil temperature is lower than the predetermined temperature (step S101), and in the case of NO, the increment Px is added to the current line pressure P as the set value of the shelf pressure. Add (step S103). This increase Px is a function calculated from the rate of change of the engine speed or turbine speed. On the other hand, if YES indicates that the ATF viscosity is high because the oil temperature is low, the time (T3) required until the position of the manual valve 57 is changed from the D range to the N range by the driver's operation. , The time required to change from the N range to the R range (T1) is shorter than a predetermined time Ta, or the time required to change from the R range to the N range (T2), and the N range It is determined whether the sum of the required time (T0) from the change to the D range is shorter than the predetermined time Tb (step S102), and NO.
In the case of, it progresses to step S103. On the other hand, in the case of YES, the minimum pressure PMIN stored in advance is substituted for the line pressure P in order to delay the shift operation from the N range to the D range or from the N range to the R range (step S10).
4). In the case of this modification, in step S11 of FIG. 6, the set hydraulic pressure is calculated based on the line pressure P obtained in steps S103 and S104 and other conditions, and the line pressure increase rate and / or the increase timing are calculated. Will be calculated.

The above is the processing peculiar to the flowchart of FIG. Accordingly, when the temperature of the ATF is low, the line pressure is controlled to be low by the duty solenoid valve 53 (step S38), and as a result, the shift operation from the N range to the D range or the N range to the R range can be delayed. As a result, in either case of R → N → D or D → N → R, interlock is avoided to ensure a smooth shift operation.

In this modification, since the source pressure itself of the hydraulic circuit is controlled by controlling the duty solenoid valve, the applicable hydraulic circuit configuration is not limited to that shown in FIG. Needless to say, it can be applied to various hydraulic circuits as shown in FIG.

<Second Embodiment> In the present embodiment, interlock avoidance processing in a hydraulic circuit for direct clutch control without a shift valve is performed when R → N → D, and D
It is realized when → N → R.

FIG. 2 is an excerpt diagram of a hydraulic circuit (reverse clutch and forward clutch line) of an automatic transmission according to a second embodiment of the present invention, which employs direct clutch control.

In the figure, ATF is pumped up by an oil pump 155, adjusted to a predetermined hydraulic pressure by a regulator valve 154 and a duty solenoid valve 153, and supplied to a manual valve 157 via a main line 161. RevCL 151 is RevCL line 1
It is connected to the RevCL side duty solenoid valve 167 via 66 and to the manual valve 157 via the RevCL line 162. On the other hand, FwdCL1
52 is connected to the FwdCL side duty solenoid valve 165 via the FwdCL line 164, and further connected to the manual valve 157 via the FwdCL line 163. Further, the control device 102 is provided with an engine speed, A
Detection results are input from various sensors (not shown) such as oil temperature such as TF and manual valve position.

Next, the operation of the control device 102 for controlling the hydraulic circuit of FIG. 2 according to the present invention will be described with reference to FIG. The following processing is always continued from when the driver turns on the ignition key to when it turns off.

FIG. 7 is a flowchart showing the operation of the control apparatus according to the second embodiment of the present invention, and the description will focus on the points different from the flowchart of FIG. Note that the same step numbers are given to the steps of the same processing as in the flowchart of FIG. 4, and the description thereof will be omitted. In FIG. 7, first, as in the case of FIG. 5 described above, a change from the N range to the D range is detected (step S3), the internal flag and the counter are operated, and then it is determined whether or not the shelf pressure is being controlled (step S3). S
6) If NO, proceed to step S9 to perform the above process. On the other hand, if YES, in the present embodiment, the FwdCL side duty solenoid valve 165 is controlled as the interlock avoidance process (R → N → D) to delay the engagement operation of the FwdCL 152 (step S111). Further, as in the case of FIG. 5 described above, a change from the N range to the R range (step S21) is detected, the internal flag and the counter are operated, and then it is determined whether or not the shelf pressure is being controlled (step S2).
4), in the case of NO, the process proceeds to step S9 to perform the above process. On the other hand, in the case of YES, in the present embodiment, as the interlock avoidance process (D → N → R), the RevCL side duty solenoid valve 167 is controlled to delay the engagement operation of the RevCL 151 (step S112). These specific processes will be described with reference to FIGS. 8 and 9.

FIG. 8 is a flowchart showing an interlock avoidance process (R → N → D) according to the second embodiment of the present invention, which corresponds to step S111 in FIG.

In the figure, it is judged whether or not the ATF oil temperature is lower than a predetermined temperature (step S201), and if NO, an increment Pxf is added to the current line pressure Pf of the FwdCL line 164 as the set value of the shelf pressure. Yes (step S20
4). This increase Pxf is a function calculated from the rate of change in engine speed or turbine speed. on the other hand,
If YES, it means that the ATF viscosity is high because the oil temperature is low. Therefore, the time (T2) required until the position of the manual valve 157 is changed from the R range to the N range by the driver's operation, and N The sum of the time required to change from the range to the D range (T0) is the predetermined time T
It is determined whether it is shorter than bf (step S202), and if NO, the process proceeds to step S204. On the other hand, in the case of YES, since the shift operation from the N range to the D range is delayed, the minimum pressure PfMIN stored in advance is substituted for the line pressure Pf of the FwdCL line 164 (step S2).
04). Then, the set hydraulic pressure is calculated based on the line pressure Pf calculated in the previous stage and other conditions to calculate the hydraulic pressure increase rate and / or the hydraulic oil pressure of the FwdCL line 164 (step S205), and according to the calculated value. Then, the FwdCL side duty solenoid valve 165 is controlled. This can delay the fastening operation of the FwdCL 152 (step S206). Therefore, R
→ If N → D, avoid interlock to ensure smooth gear shifting.

FIG. 9 is a flowchart showing an interlock avoidance process (D → N → R) according to the second embodiment of the present invention, which corresponds to step S112 of FIG.

In the figure, it is determined whether the ATF oil temperature is lower than a predetermined temperature (step S211), and if NO, the increment Pxr is added to the current line pressure Pr of the RevCL line 166 as the set value of the shelf pressure. Yes (step S21
4). This increase Pxr is a function calculated from the rate of change in engine speed or turbine speed. on the other hand,
If YES, it means that the ATF viscosity is high because the oil temperature is low. Therefore, the time (T3) required for the position of the manual valve 157 to be changed from the D range to the N range by the driver's operation, and N The sum of the time required to change from the range to the R range (T1) is the predetermined time T
It is determined whether it is shorter than ar (step S212). If NO, the process proceeds to step S214. On the other hand, in the case of YES, in order to delay the shift operation from the N range to the R range, the minimum pressure PrMIN stored in advance is substituted for the line pressure Pr of the RevCL line 166 (step S2).
14). Then, the set hydraulic pressure is calculated based on the line pressure Pr calculated in the preceding stage and other conditions, and the hydraulic pressure increase rate and / or the hydraulic oil timing of the RevCL line 166 is calculated (step S215), and the calculated hydraulic pressure is calculated according to the calculated value. Then, the RevCL side duty solenoid valve 167 is controlled. Thereby, the fastening operation of the RevCL 151 can be delayed (step S216). Therefore, D
→ If N → R, avoid interlock to ensure smooth gear shifting.

<Third Embodiment> In this embodiment, Re
In a hydraulic circuit in which vCL and FwdCL are engaged by one shift valve, interlock avoidance is realized in any of R → N → D and D → N → R.

FIG. 3 is an excerpted diagram of a hydraulic circuit (reverse clutch and forward clutch line) of an automatic transmission according to a third embodiment of the present invention.

In the figure, ATF is pumped up by an oil pump 255, adjusted to a predetermined hydraulic pressure by a regulator valve 254 and a duty solenoid valve 253, and supplied to a manual valve 257 via a main line 261. RevCL251 is RevCL line 2
It is connected to the shift valve 258 via 66. Furthermore, the RevCL line 265 is connected to the manual valve 257. On the other hand, FwdCL252
It is connected to the shift valve 258 via the FwdCL line 268. Further, it is connected to the manual valve 257 via the FwdCL line 267. Further, the control device 103 receives detection results from various sensors (not shown) such as engine speed, oil temperature such as ATF, and manual valve position.

Next, the operation of the control device 103 for controlling the hydraulic circuit shown in FIG. 3 according to the present invention will be described. Since the main flowchart is the same as that shown in FIG. Steps S111 and S112) will be described with reference to FIGS. 10 and 11.

FIG. 10 is a flowchart showing an interlock avoidance process (R → N → D) according to the third embodiment of the present invention, which corresponds to step S111 in FIG.

In the figure, in step S151, it is determined whether the ATF oil temperature is lower than a predetermined temperature, and if NO, the operation delay timer Tf is set to zero (step S15).
4) and proceeds to step S155. On the other hand, if YES indicates that the ATF viscosity is high because the oil temperature is low,
The sum of the required time (T2) until the position of the manual valve 257 is changed from the R range to the N range by the driver's operation and the required time (T0) until the position is changed from the N range to the D range is predetermined. Is shorter than the time Tb, and if NO, the process proceeds to step S154. on the other hand,
If YES, the operation delay timer Tf is set to the predetermined time Td.
Substitute f (step S153) and shift valve 258
The RevCL side of is operated to release the fastening (step S
155). Next, step S156 and step S15
Reference numeral 7 is an operation delay routine by the operation delay timer Tf, and when the predetermined time Tdf is substituted in step S153, the loop is executed until Tf = 0. Then, in step S158, the FwdCL side of the shift valve 258 is operated to fasten the FwdCL 252.

Above, the manual valve 25 by the driver
By the operation of 7, a predetermined time T from the R range to the D range
When changed in a shorter time than b, the engagement operation of the FwdCL 252 is delayed by the control of the shift valve 258. As a result, the gear shifting operation is smoothly performed even when the temperature of the ATF is low.

FIG. 11 is a flowchart showing an interlock avoidance process (D → N → R) according to the third embodiment of the present invention, which corresponds to step S112 in FIG.

In the figure, in step S161, it is determined whether the ATF oil temperature is lower than a predetermined temperature, and if NO, the operation delay timer Tr is set to zero (step S16).
4) and proceeds to step S165. On the other hand, if YES indicates that the ATF viscosity is high because the oil temperature is low,
The sum of the time required to change the position of the manual valve 257 from the D range to the N range by the driver's operation (T3) and the time required to change the position from the N range to the R range (T1) is predetermined. Is shorter than time Ta, and if NO, the process proceeds to step S164. on the other hand,
In the case of YES, the operation delay timer Tr has a predetermined time Td.
Substitute r (step S163) and shift valve 258
Operate the FwdCL side to release the fastening (step S
165). Next, step S166 and step S16
Reference numeral 7 is an operation delay routine by the operation delay timer Tf, and when the predetermined time Tdf is substituted in step S253, the loop is executed until Tf = 0. Then, in step S168, the RevCL side of the shift valve 258 is operated to fasten the RevCL 251.

Above, the manual valve 25 by the driver
By the operation of 7, a predetermined time T from the D range to the R range
When changed in a shorter time than a, the engagement operation of the RevCL 251 is delayed by the control of the shift valve 258. As a result, the gear shifting operation is smoothly performed even when the temperature of the ATF is low.

[0052]

As described above, according to the present invention,
(EN) Provided is a control device for an automatic transmission that smoothly controls gear shifting operation in an automatic transmission that does not include an accumulator. That is, in order to delay the engagement of the clutch, when a shift valve exists in the hydraulic circuit to be controlled, the operation of the shift valve is delayed. Alternatively, the hydraulic pressure is controlled by controlling the duty solenoid valve for controlling the original hydraulic pressure of the hydraulic circuit and / or for controlling the hydraulic pressure of the clutch line.
As a result, smooth gear shifting operation is realized over a wide temperature range. As a result, the accumulator of the automatic transmission is eliminated, and the structure is simplified, so that the maintainability is improved and the cost is reduced.

[0053]

[Brief description of drawings]

FIG. 1 is an excerpt diagram of a hydraulic circuit (a reverse clutch and a forward clutch line) of an automatic transmission according to a first embodiment of the present invention.

FIG. 2 is an extract diagram of a hydraulic circuit (reverse clutch and forward clutch line) of an automatic transmission according to a second embodiment of the present invention.

FIG. 3 is an extract diagram of a hydraulic circuit (reverse clutch and forward clutch line) of an automatic transmission according to a third embodiment of the present invention.

FIG. 4 is a flowchart showing an operation of the control device according to the first embodiment of the present invention.

FIG. 5 is a flowchart showing an interlock avoidance process (R → N → D) according to the first embodiment of the present invention.

FIG. 6 is a flowchart showing an operation of a control device as a modified example of the first exemplary embodiment of the present invention.

FIG. 7 is a flowchart showing an operation of the control device as the second exemplary embodiment of the present invention.

FIG. 8 is a flowchart showing an interlock avoidance process (R → N → D) according to a second embodiment of the present invention.

FIG. 9 is a flowchart showing an interlock avoidance process (D → N → R) according to the second embodiment of the present invention.

FIG. 10 is a flowchart showing an interlock avoidance process (R → N → D) according to a third embodiment of the present invention.

FIG. 11 is a flowchart showing an interlock avoidance process (D → N → R) as a third embodiment of the present invention.

FIG. 12 is an extract diagram of a hydraulic circuit (reverse clutch and forward clutch line) of an automatic transmission as a conventional example.

[Explanation of symbols]

51,121,151,251 Reverse clutch (R
evCL) 52, 122, 152, 252 Forward clutch (FwdCL) 53, 106, 153, 253 Duty solenoid valve 54, 107, 154, 254 Regulator valve 55, 108, 155, 255 Oil pump 56, 105, 258 Shift valve 57 , 109, 157, 257 Manual valve 61, 111, 161, 261 Main line 101, 102, 103, 120 Control device 124 Forward line side accumulator 123 Reverse line side accumulator 165 FwdCL side duty solenoid valve 167 RevCL side duty solenoid valve 62, 112, 162, 166, 265, 266 Reverse clutch line 63, 64, 113, 114, 166, 164, 26
7,268 forward clutch line

Claims (8)

[Claims] 1. A fluid pressure adjusting means for adjusting a fluid pressure of a medium generated by a pump to a predetermined pressure, a speed change gear mechanism, the predetermined pressure as an operating pressure, and selectively fastening by supplying and discharging the operating pressure. A plurality of friction elements that switch the power transmission path of the speed change gear mechanism and an operation that is provided in the middle of the circuit of the medium that communicates the fluid pressure adjusting means and the friction element, and that supplies and discharges the operating pressure. A control device for an automatic transmission comprising a pressure supply / discharge means, a control means for calculating the predetermined pressure to control the operation of at least one of the fluid pressure adjusting means and the working pressure supply / discharge means, A detection unit that detects a value related to the temperature of the medium and a friction element that is fastened by switching the power transmission path when switching two friction elements that are in different fastening states among the plurality of friction elements. Conclusion Operation,
A control device for an automatic transmission, comprising: delay means for delaying a value related to the temperature when the value is lower than a predetermined temperature based on a detection result of the detection means. 2. The operating pressure supply / discharge means further includes a circuit for communicating the circuit of the medium and a circuit for disconnecting the circuit, and one of communication or disconnection of the circuit is selected according to a signal from the control means. 2. The control device for the automatic transmission according to claim 1, wherein the delay means changes the control by the control means in order to delay the operation start timing of the shift valve in the case of a shift valve that operates. 3. The delay means changes the control by the control means in order to reduce the increase amount of the operating pressure per unit time and / or delay the increase start timing of the operating pressure. The control device for the automatic transmission according to claim 1. 4. A fluid pressure adjusting means for adjusting a fluid pressure of a medium generated by a pump to a predetermined pressure, a speed change gear mechanism, and a power transmission of the speed change gear mechanism which are selectively engaged by supplying and discharging an operating pressure. An automatic transmission including a plurality of friction elements for switching paths, and an operating pressure adjusting means for adjusting the operating pressure, which is provided in the middle of a circuit of the medium that communicates the fluid pressure adjusting means and the friction element. In the control device, the control means for calculating the predetermined pressure to control the fluid pressure adjusting means, and for calculating the operating pressure according to the predetermined pressure to control the operating pressure adjusting means, Fastening operation of a friction element, which is fastened by switching the power transmission path, when changing the detection means for detecting a value related to temperature and the two friction elements having different fastening states among the plurality of friction elements. To
A control device for an automatic transmission, comprising: delay means for delaying a value related to the temperature when the value is lower than a predetermined temperature based on a detection result of the detection means. 5. The delay means controls the operating pressure adjusting means by the control means in order to reduce the increase amount of the operating pressure per unit time and / or delay the increase start timing of the operating pressure. The control device for an automatic transmission according to claim 4, wherein the control device is changed. 6. The two friction elements that are in different engagement states have different output rotation directions to the speed change gear mechanism when engaged, respectively. A control device for the automatic transmission described. 7. The delay amount by the delay means is set to be larger when a time interval in which the switching operation of the friction element is performed is shorter than a predetermined time period than when the time period is longer than a predetermined time period. Item 7. A control device for an automatic transmission according to any one of items 6. 8. A fluid pressure adjusting means for adjusting a fluid pressure of a medium generated by a pump to a predetermined pressure, a speed change gear mechanism, the predetermined pressure as an operating pressure, and selectively fastening by supplying and discharging the operating pressure. A control device for an automatic transmission, comprising: a plurality of friction elements for switching the power transmission path of the speed change gear mechanism; a control means for calculating the predetermined pressure to control the fluid pressure adjusting means; Of a friction element that is fastened by switching the power transmission path when changing the two friction elements that are in different fastening states among the plurality of friction elements and that detects a value related to the temperature. Operation,
A control device for an automatic transmission, comprising: delay means for delaying a value related to the temperature when the value is lower than a predetermined temperature based on a detection result of the detection means.