JPH10103497A - Controller for automatic transmission - Google Patents

Abstract

PROBLEM TO BE SOLVED: To improve accuracy of jumping-across shift control by shortening an intermediate step bypass time more than that of a jump across shift time of a back out up shift following with rapid deceleration of a throttle opening at the time of a jump across shift of a manual down shift following with an operation of a shift lever in a condition in which the throttle opening is fully closed. SOLUTION: A gear ratio of a shift gear mechanism is changed to nearly 3 speed, start of shift operation toward 2 speed is allowed at a time point tx when a 4-2 inhibiting flag is reset to O, and its shift operation is started at a reset time paint t2 in the case of re-shift inhibiting condition. In a manual 4-2 down shift jumping-across shift, a back time T1 is set for a comparatively long time, and every time points t2, tx are timely first more than a time point t3 when the T1 is made time up. It is thus possible to shorten the bypass time of 3 speed of an intermediate speed comparing with a 2-4 up shift speed changing time, speed change toward a target 2 speed is rapidly completed, and a driver utilizes an engine brake in an early stage.

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 an automatic transmission mounted on an automobile.

[0002]

2. Description of the Related Art Generally, an automatic transmission mounted on an automobile combines a torque converter and a transmission gear mechanism,
The power transmission path of the transmission gear mechanism is switched by a selective operation of a plurality of friction elements such as a clutch and a brake to automatically shift to a predetermined gear.
A hydraulic control circuit that supplies and discharges an operating pressure to and from a hydraulic chamber of each friction element is provided.

[0003] Further, a target shift speed is determined in accordance with a shift pattern set in accordance with an operation range in which the throttle opening of the engine and the vehicle speed of the vehicle are used as parameters, and the shift speed determined from this pattern is determined. Is changed, a shift command is output with the gear position as a target. The supply and discharge of the operating pressure in the hydraulic control circuit are controlled so that the target shift speed is achieved in accordance with the shift command. In this case, for example, a sudden change in the throttle opening or a shift lever A so-called jump shift such as 2-4 shift or 4-2 shift may be instructed by the switching between the ranges.

[0004] However, depending on the type of shift, if the jump shift is executed as instructed, abrupt engagement of the friction elements occurs, and the durability of the friction elements is reduced. If the shift is accompanied by a release operation, it may be extremely difficult to control the timing of the operation in some cases.
As disclosed in Japanese Patent No. 77450, during such a jump shift, it is not possible to directly shift from the current shift speed to the target shift speed, but to shift to the target shift speed via an intermediate shift speed. Are known. According to this, the speed change operation is similar to the normal one-step up or one-step down, and it is possible to avoid a decrease in durability of the friction element and difficulty in control.

[0005] In general, in the case of a downshift of a torque demand due to a rapid increase in the throttle opening, responsiveness is given the highest priority. On the other hand, in the case of an upshift by shifting the shift lever, it is usual that the intermediate gear is not passed during the jumping shift because the above-mentioned problems are less likely to occur.

[0006]

However, when passing through an intermediate stage at the time of a jump shift as described above, it is important to determine how long the transit time of the intermediate stage should be.
That is, when the throttle opening is fully closed and the shift lever is operated to switch from the D range to the S range or the L range, for example, it is considered that the driver is requesting a larger engine brake. In such an intermittent shift of a manual downshift, it is better to shorten the transit time of the intermediate gear and complete the shift to the target gear as quickly as possible. On the other hand, during the upshifting of the backout due to the rapid decrease of the throttle opening, if the intermediate stage transit time is short, the shift will occur twice in a short time, and the feeling of acceleration in the intermediate stage is lacking, In some cases, drive feeling may be impaired.

SUMMARY OF THE INVENTION Accordingly, an object of the present invention is to improve the accuracy of this type of jump shift control by appropriately setting the passing time according to the type of shift when passing through an intermediate stage during a jump shift. And

[0008]

In order to solve the above problems, the present invention uses the following means.

First, in the invention described in claim 1 of the present application (hereinafter referred to as "first invention"), a predetermined jump in which a gear is shifted from a current gear to a target gear having two different gears. A control device for an automatic transmission, provided with a shift control means for shifting to the target shift speed via the intermediate speed at the time of shifting, wherein the shift lever operation is performed when the throttle opening is fully closed. At the time of the jump shift of the accompanying manual downshift, there is provided a transit time control means for shortening the transit time of the intermediate stage by the shift control means as compared with the jump shift of the backout upshift due to a rapid decrease in the throttle opening. It is characterized by having.

According to a second aspect of the invention (hereinafter referred to as a "second invention"), the transit time control means is arranged such that the transit time control means is configured to switch from the current gear position to the intermediate speed during a jump operation of a manual downshift. When a predetermined time has elapsed since the start of the shift to the first gear, or when the gear ratio of the transmission gear mechanism of the automatic transmission becomes the gear ratio of the intermediate gear, whichever is earlier, While the shift start from the first gear to the target gear is permitted, the jump control of the backout upshift does not permit the shift control means to start the shift from the intermediate gear to the target gear until the predetermined time has elapsed. , During a manual downshift
It is characterized in that the transit time of the intermediate stage is shortened as compared with the time of the jump shift of the backout upshift.

[0011] The invention described in claim 3 (hereinafter referred to as "third invention") is characterized in that, in the second invention, when another second shift command is issued during the first shift operation. Is provided with re-shift inhibition means for inhibiting the start of the second shift operation until the end of the first shift operation.
In the case where the shifting operation is completed within the predetermined time, the transit time control means releases the inhibition of re-shifting by the re-shift prohibiting means during the intermittent shifting of the manual downshift, and sets the shift of the automatic transmission. When the gear ratio of the gear mechanism becomes the gear ratio of the intermediate gear, or when a predetermined time has elapsed after the shift from the current gear to the intermediate gear has started, whichever is earlier, It is characterized in that shifting from the intermediate gear to the target gear is started.

By using the above-mentioned means, each invention of the present application operates as follows.

According to the first aspect of the present invention, in the case of a manual downshift jump shift that occurs in response to the manual operation of the shift lever with the throttle opening fully closed, the intermediate stage transit time Since the relative speed is shortened, a larger engine brake obtained at the target shift speed can be used earlier, and shift control according to the purpose of the manual downshift can be realized.

On the other hand, in the case of a back-out upshift jump shift caused by a sharp decrease in the throttle opening, the transit time of the intermediate stage is relatively long, so that the shift between the first shift and the second shift is performed. The interval becomes longer in time, and a feeling of incongruity in shifting can be eliminated, such as a feeling of acceleration at the intermediate stage.

According to a second aspect of the present invention, the first aspect of the present invention is further embodied. In the case of a back-out upshift jump shift, a predetermined shift from the current shift speed to the intermediate speed is started. The intermediate stage is maintained until the time elapses, whereas in the case of the intermittent shift of the manual downshift, the gear ratio of the transmission gear mechanism of the automatic transmission is changed until the predetermined time elapses. When the gear ratio of the gear is attained, the maintenance of the intermediate gear is released and the shift to the target gear is started. As a result, the transit time of the intermediate stage is shorter in the case of a manual downshift jump shift than in the case of a backout upshift jump shift.

Further, according to the third aspect, for example, in order to prevent a remarkable shift shock which occurs when the shift operation is suddenly shifted to another shift operation during the shift operation, another shift operation is performed during the first shift operation. When the second shift command is issued, the re-shift inhibition control for inhibiting the start of the second shift operation until the first shift operation is completed is performed in parallel. In consideration of the prohibition control, in the case of the intermittent shift of the manual downshift, the transit time of the intermediate stage is shorter than that in the case of the backshift of the upshift interlace.

[0017]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS The embodiments of the present invention will be described below in terms of a mechanical configuration, a hydraulic control circuit, and control operations such as gear shifting.

The mechanical configuration First, the overall general mechanical structure of an automatic transmission 10 according to the present embodiment by skeleton view of FIG.

The automatic transmission 10 includes, as main components, a torque converter 20 and a transmission gear mechanism driven by an output of the converter 20 (hereinafter, the engine side is referred to as a front side, and the non-engine side is referred to as a rear side). And a plurality of friction elements 51 to 40 such as clutches and brakes for switching a power transmission path formed by the planetary gear mechanisms 30 and 40.
55 and a one-way clutch 56, whereby the first to fourth speeds in the D range and the first to third speeds in the S range are provided.
The first and second speeds in the speed range and the L range and the reverse speed in the R range are obtained.

The torque converter 20 includes a pump 2 fixed in a case 21 connected to the engine output shaft 1.
2 and the pump 22
And a stator 25 interposed between the pump 22 and the turbine 23 and supported by the transmission case 11 via a one-way clutch 24 to increase the torque. And a lock-up clutch 26 provided between the case 21 and the turbine 23 and directly connecting the engine output shaft 1 and the turbine 23 via the case 21. And
The rotation of the turbine 23 is output to the planetary gear mechanisms 30 and 40 via a turbine shaft 27.

Here, behind the torque converter 20, an oil pump 12 driven by the engine output shaft 1 via a case 21 of the torque converter 20 is arranged.

On the other hand, the first and second planetary gear mechanisms 30,
Reference numeral 40 denotes sun gears 31 and 41, and a plurality of pinions 32 ... 32 meshed with the sun gears 31 and 41.
42 ... 42 and these pinions 32 ... 32, 42 ... 4
2 and pinion carriers 33, 43, and ring gears 34 meshed with the pinions 32,.
44.

The turbine shaft 27 and the first
A forward clutch 51 is provided between the planetary gear mechanism 30 and the sun gear 31, a reverse clutch 52 is provided between the turbine shaft 27 and the sun gear 41 of the second planetary gear mechanism 40, and a turbine shaft 27 is provided with the second planetary gear mechanism. A 3-4 clutch 53 is interposed between the pinion carrier 43 and the pinion carrier 40, and a 2-4 brake 54 for fixing the sun gear 41 of the second planetary gear mechanism 40 is provided.

Further, the ring gear 34 of the first planetary gear mechanism 30 and the pinion carrier 43 of the second planetary gear mechanism 40
The low reverse brake 55 and the one-way clutch 56 are arranged in parallel between the transmission case 11 and these components, and the pinion carrier 33 of the first planetary gear mechanism 30 and the second planetary gear mechanism Forty ring gears 44 are connected, and the output gear 13 is connected to them.

The output gear 13 is meshed with a first intermediate gear 62 on an idle shaft 61 constituting an intermediate transmission mechanism 60, and is connected to a second intermediate gear 63 on the idle shaft 61 and a differential gear. The input gear 71 of the differential gear 70 meshes with the rotation of the output gear 13 and is input to the differential case 72 of the differential 70.
The left and right axles 73, 74 are driven via the zero.

Here, the relationship between the operating state of the friction elements 51 to 55 such as the clutches and brakes and the one-way clutch 56 and the shift speed is summarized in Table 1 below.

[0027]

[Table 1] The transmission gear mechanism portion of the automatic transmission 10 shown in the above skeleton diagram is specifically configured as shown in FIG. 2, but as shown in FIG. A turbine rotation sensor 305 used for control described later is attached.

This sensor 305 has a forward clutch 51 whose tip rotates integrally with the turbine shaft 27.
The rotation speed of the turbine shaft 27 is detected by detecting a periodic change in a magnetic field generated by a spline provided on the outer peripheral surface of the drum 51a. I have.

The hydraulic control circuit Next, FIG. 1, will be described with reference to FIG. 3 for a hydraulic control circuit for supplying and discharging hydraulic pressure to the hydraulic chambers provided in each of the friction elements 51 to 55 shown in FIG.

Of the above frictional elements, the 2-4 brake 54 composed of a band brake has a fastening chamber 54a and a release chamber 54b as hydraulic chambers to which an operating pressure is supplied, and operates only in the fastening chamber 54a. When pressure is supplied,
-4 The rake 54 is fastened and the operating pressure is supplied only to the release chamber 54b, the operating pressure is not supplied to both the chambers 54a and 54b, and both the chambers 54a and 54b
When the operating pressure is supplied, the 2-4 brake 5
4 is released.

Further, other friction elements 51 to 53, 55
Has a single hydraulic chamber, and the friction element is fastened when operating pressure is supplied to the hydraulic chamber.

(1) Overall Configuration As shown in FIG. 3, the hydraulic control circuit 100 includes, as main components, a regulator valve 101 for generating line pressure, and a manual valve for manually switching a range. 102, a low reverse valve 103, a bypass valve 104, a 3-4 shift valve 105, and a lock-up control valve 106, which operate at the time of gear shifting to switch oil passages leading to the friction elements 51 to 55, and these valves 103 to 106 First and second ON-OFF solenoid valves (hereinafter, referred to as “first and second SVs”) 111 and 112 for operation, and a solenoid relay valve (hereinafter referred to as a “relay”) for switching a supply destination of operating pressure from the first SV 111 "Valve") 1
07, and first to third duty solenoid valves (hereinafter, referred to as “first to third DSVs”) that control generation, adjustment, discharge, and the like of the operating pressure supplied to the hydraulic chambers of the friction elements 51 to 55.
121, 122, 123, etc. are provided.

Here, the first and second SVs 111, 11
Each of the second and first to third DSVs 121 to 123 is a three-way valve, and can obtain a state in which the upper and downstream oil paths are communicated and a state in which the downstream oil path is drained. ing. In the latter case, the oil passage on the upstream side is shut off, so that the operating oil from the upstream side is not drained out in a drain state, and the drive loss of the oil pump 12 is reduced.

The first and second SVs 111 and 112 are O
At the time of N, the upper and downstream oil passages are communicated. Also, the first
When the third DSVs 121 to 123 are OFF, that is, when the duty ratio (the ratio of the ON time in one ON-OFF cycle) is 0%, the third DSVs 121 to 123 are fully opened to completely communicate the upper and downstream oil passages, and When the duty ratio is 10
At 0%, the oil path on the upstream side is shut off to cause the oil path on the downstream side to be in a drain state. At an intermediate duty ratio, the hydraulic pressure on the upstream side is used as the original pressure, and the duty ratio on the downstream side is reduced. An oil pressure adjusted to a corresponding value is generated.

The regulator valve 101 adjusts the pressure of the hydraulic oil discharged from the oil pump 12 to a predetermined line pressure. This line pressure is supplied to the manual valve 102 via the main line 200, and is supplied to a solenoid reducing valve (hereinafter, referred to as a solenoid reducing valve).
(Reducing valve) 108) and the 3-4 shift valve 105.

The line pressure supplied to the reducing valve 108 is reduced to a constant pressure by the valve 108, and then supplied to the first and second SVs 111 and 112 via lines 201 and 202. .

This constant pressure is supplied to the relay valve 107 via the line 203 when the first SV 111 is ON, and when the spool of the relay valve 107 is located on the right side in the drawing (the same applies hereinafter). Is
Further, a pilot pressure is supplied to a control port at one end of the bypass valve 104 via the line 204 to urge the spool of the bypass valve 104 to the left. When the spool of the relay valve 107 is located on the left side, the 3-4 shift valve 105
Is supplied as pilot pressure to the control port at one end of
The spool of the 3-4 shift valve 105 is biased to the right.

When the second SV 112 is ON,
The constant pressure from the reducing valve 108 is supplied to the bypass valve 104 via the line 106. When the spool of the bypass valve 104 is located on the right side, the lock-up control valve is further connected via the line 207. The control valve 106 is supplied as pilot pressure to a control port at one end of the control valve 106.
Bias the spool to the left. Also, bypass valve 1
When the spool No. 04 is located on the left side, the line 208
Is supplied as pilot pressure to the control port at one end of the low reverse valve 103 to urge the spool of the low reverse valve 103 to the left.

Further, the constant pressure from the reducing valve 108 is also supplied to the control port 101a of the regulator valve 101 via the line 209. In this case, the constant pressure is adjusted by the linear solenoid valve 131 provided on the line 209 according to, for example, the throttle opening of the engine. Therefore, the line pressure is adjusted by the regulator valve 101 according to the throttle opening and the like. Will be adjusted.

The main line 200 led to the 3-4 shift valve 105 is connected to the first line via the line 210 when the spool of the valve 105 is located on the right side.
The accumulator 141 communicates with the accumulator 141.
To introduce line pressure.

On the other hand, the line pressure supplied from the main line 200 to the manual valve 102 is D, S, L
Are introduced into the first output line 211 and the second output line 212 in each forward range, into the first output line 211 and the third output line 213 in the R range, and into the third output line 213 in the N range.

The first output line 211 is connected to the first output line 211.
It is led to the DSV 121 and supplies the first DSV 121 with a line pressure as a control source pressure. The downstream side of the first DSV 121 is connected to a low reverse valve 1 via a line 214.
03, and when the spool of the valve 103 is located on the right side, a further line (servo apply line)
It is guided to the engagement chamber 54a of the 2-4 brake 54 via 215. When the spool of the low reverse valve 103 is located on the left side, the spool is further guided to the hydraulic chamber of the low reverse brake 55 via a line (low reverse brake line) 216.

Here, from the line 214, the line 2
17 is branched and led to the second accumulator 142.

The second output line 212 is connected to the second output line 212.
The line pressure is supplied to the DSV 122 and the third DSV 123, the line pressure is supplied to these DSVs 122 and 123 as the control source pressure, and the line pressure is also supplied to the 3-4 shift valve 105.

The line 212 led to the 3-4 shift valve 105 is led to the lock-up control valve 106 via the line 218 when the spool of the valve 105 is located on the left side. Is located on the left side, and is further led to the hydraulic chamber of the forward clutch 51 via a line (forward clutch line) 219.

Here, the forward clutch line 2
The line 220 branched from 19 is led to the 3-4 shift valve 105. When the spool of the valve 105 is located on the left side, the line 220 communicates with the first accumulator 141 via the aforementioned line 210, and the valve 105 When the spool is located on the right side, it communicates with the release chamber 54b of the 2-4 brake 54 via the line (servo release line) 221.

The downstream side of the second DSV 122 to which the control source pressure is supplied from the second output line 212 is connected to a line 22.
The pilot pressure is supplied to the control port at one end of the relay valve 107 via the control port 2 to supply the pilot pressure to the port, thereby urging the spool of the relay valve 107 to the left. The line 22 branched from the line 222
3 is led to a low reverse valve 103, and the valve 10
When spool 3 is on the right, line 2
Leads to 24.

From this line 224, the orifice 15
1, the line 225 is branched, and the branched line 225 is led to the 3-4 shift valve 105. When the spool of the 3-4 shift valve 105 is located on the left side, the servo Release line 221
Through the release chamber 54b of the 2-4 brake 54.

Also, the orifice 1
A line 226 is further branched from a line 225 branched through the line 51, and the line 226 is further branched.
Is guided to the bypass valve 104, and is guided to the hydraulic chamber of the 3-4 clutch 53 via the line (3-4 clutch line) 227 when the spool of the valve 104 is located on the right side.

Further, the line 224 is directly led to the bypass valve 104, and communicates with the line 225 via the line 226 when the spool of the valve 104 is located on the left side. That is, the line 224 and the line 225
Are connected to bypass the orifice 151.

The downstream side of the third DSV 123 to which the control source pressure is supplied from the second output line 212 is connected to the line 22.
8 and is led to the lock-up control valve 106, and when the spool of the valve 106 is located on the right side, it communicates with the forward clutch line 219.
When the spool of the lock-up control valve 106 is located on the left side, it communicates with the front chamber 26 b of the lock-up clutch 26 via the line 229.

Further, a third output line 213 from the manual valve 102 is led to the low reverse valve 103 to supply a line pressure to the valve 103. When the spool of the valve 103 is located on the left side, it is guided to the hydraulic chamber of the reverse clutch 52 via a line (reverse clutch line) 230.

The line 231 branched from the third output line 213 is led to the bypass valve 104, and when the spool of the valve 104 is located on the right side, the control of the low reverse valve 103 via the line 208 described above. The line pressure is supplied to the port as the pilot pressure, and the spool of the low reverse valve 103 is urged to the left.

In addition to the above configuration, the hydraulic control circuit 1
00 is provided with a converter relief valve 109. This valve 109 is a regulator valve 10
After the working pressure supplied from 1 through the line 232 is regulated to a constant pressure, this constant pressure is supplied to the lock-up control valve 106 via the line 233. This constant pressure is applied to the lock-up control valve 1
When the spool of the valve 106 is located on the right side, it is supplied to the front chamber 26b of the lock-up clutch 26 via the aforementioned line 229. When the spool of the valve 106 is located on the left side, the rear chamber is provided via the line 234. 26a.

Here, the lock-up clutch 26 is released when the above-mentioned constant pressure is supplied to the front chamber 26b, but the spool of the lock-up control valve 106 is located on the left side, and 3DSV1
When the operating pressure generated at 23 is supplied to the front chamber 26b, a slip state is set, and the slip amount is controlled according to the operating pressure.

(2) Circuit State for Each Shift Speed On the other hand, as shown in FIG. 4, the automatic transmission 10 has the first and second SVs 111,
112, a controller 300 for controlling the first to third DSVs 121 to 123 and the linear solenoid valve 131, and the controller 300 includes:
A vehicle speed sensor 301 for detecting the vehicle speed of the vehicle, a throttle opening sensor 30 for detecting the throttle opening of the engine
2. Engine rotation sensor 30 for detecting engine speed
3. Shift position sensor 304 for detecting a shift position (range) selected by the driver, torque converter 2
0, a turbine rotation sensor 305 for detecting the rotation speed of the turbine 23, and an oil temperature sensor 3 for detecting the oil temperature of the working oil.
06, etc., and these sensors 301 to
Each of the solenoid valves 111, 11 according to the operation state of the vehicle or the engine indicated by the signal from 306, etc.
2, 121 to 123, 131 are controlled. FIG. 2 shows the turbine rotation sensor 305 in an attached state.

Next, the first and second SVs 111, 112
The relationship between the operating states of the first to third DSVs 121 to 123 and the supply and discharge states of the operating pressure of the friction elements 51 to 55 to and from the hydraulic chamber will be described for each shift speed.

Here, the combinations (solenoid patterns) of the operating states of the first and second SVs 111 and 112 and the first to third DSVs 121 to 123 for each gear are set as shown in Table 2 below.

In Table 2, (○) indicates the first and second SV1.
ON for 11 and 112, 1st to 3rd DSV 121
Reference numerals 123 to 123 are OFF, and all indicate a state in which the upstream oil passage is communicated with the downstream oil passage and the original pressure is supplied to the downstream as it is. (×) indicates the first and second
OFF for SV111 and 112, 1st to 3rd DS
V121 to V123 are ON.
This shows a state in which the upstream oil passage is shut off and the downstream oil passage is drained.

[0060]

[Table 2] (2-1) 1st gear First, in 1st gear (excluding 1st gear in L range), Table 2
As shown in FIG. 5, only the third DSV 123 operates to generate an operating pressure using the line pressure from the second output line 212 as a source pressure, and this operating pressure is supplied via a line 228 to a lock-up control valve. 106. At this point, the spool of the lock-up control valve 106 is located on the right side,
The operating pressure further increases the forward clutch line 219
Is supplied to the hydraulic chamber of the forward clutch 51 as a forward clutch pressure, whereby the forward clutch 51 is engaged.

Here, the forward clutch line 2
19 is connected to the first accumulator 1 via the 3-4 shift valve 105 and the line 210.
Due to the communication with 41, the supply of the forward clutch pressure is performed gently.

(2-2) Second speed Next, in the second speed state, as shown in Table 2 and FIG. 6, in addition to the above-mentioned first speed state, the first DSV 121 also operates.
An operating pressure is generated using the line pressure from the first output line 211 as a source pressure. This operating pressure is supplied to the low reverse valve 103 via the line 214. At this time, the servo release line 215 is further provided because the spool of the low reverse valve 103 is located on the right side.
And supplied to the fastening chamber 54a of the 2-4 brake 54 as servo apply pressure. Thus, the 2-4 brake 54 is engaged in addition to the forward clutch 51.

Since the line 214 communicates with the second accumulator 142 via the line 217, the supply of the servo apply pressure or the application of the 2-4 brake 54 is performed gently. When the spool of the low reverse valve 103 moves to the left when shifting to the first speed in the L range, which will be described later, the hydraulic oil stored in the accumulator 142 is transmitted from the low reverse brake line 216 to the hydraulic pressure of the low reverse brake 55. The room is precharged.

(2-3) Third speed In the third speed state, as shown in Table 2 and FIG. 7, in addition to the above-mentioned second speed state, the second DSV 122 also operates, and the second output line 212 The operating pressure is generated by using the line pressure from the pressure source as the original pressure. This operating pressure is supplied to the low reverse valve 103 through the line 222 and the line 223. At this point, the spool of the valve 103 is also located on the right side, so that the line 224 is further moved.
Will be introduced.

This operating pressure is introduced from the line 224 to the line 225 via the orifice 151,
At this time, since the spool of the 3-4 shift valve 105 is located on the left side, the servo release line 221 is further moved.
Is supplied as a servo release pressure to the release chamber 54b of the 2-4 brake 54 via the. Thereby, the 2-4 brake 54 is released.

Further, the orifice 1
From line 225 branched through 51, line 22
6 is branched, the operating pressure is increased by the line 226.
At this time, the spool of the bypass valve 104 is located on the right side at this point, and the 3-4 clutch line 227
Is supplied to the hydraulic chamber of the 3-4 clutch 53 as a 3-4 clutch pressure. Therefore, in the third speed, the forward clutch 51 and the 3-4 clutch 53 are engaged, while the 2-4 brake 54 is released.

In the third speed, the second DSV 122 generates the operating pressure as described above,
The spool of the relay valve 107 is moved to the left by being supplied to the control port 107a of the relay valve 107 via 2.

(2-4) Fourth gear Further, in the state of the fourth gear, as shown in Table 2 and FIG.
For the third speed state, the third DSV 123 stops generating the operating pressure, while the first SV 111 operates.

By the operation of the first SV 111, a constant pressure from the line 201 is supplied to the relay valve 107 via the line 203. As described above, the spool of the relay valve 107 moves to the left at the third speed. , The constant pressure is
This is supplied to the control port 105a of the four-shift valve 105, and the spool of the valve 105 moves to the right. Therefore, the servo release line 221 is divided into the line 22 branched from the forward clutch line 219.
0, and the release chamber 54b of the 2-4 brake 54 communicates with the hydraulic chamber of the forward clutch 51.

Then, as described above, the third DSV 123 stops generating the operating pressure and sets the downstream side to the drain state, whereby the servo release pressure in the release chamber 54b of the 2-4 brake 54 and the forward clutch 51 Of the third DSV via the lock-up control valve 106 and the line 228.
It will be drained at 123.
The brake 54 is engaged again, and the forward clutch 51 is released.

Control Operation Next, among the specific control operations performed by the controller 300, the control operation at the time of the jump shift, which is a characteristic part of the present invention, will be described.

(1) Interlaced Shift and Intermediate Stage In general, the target shift stage is determined according to a shift pattern set in accordance with an operation range in which the throttle opening of the engine, the vehicle speed of the vehicle, and the like are used as parameters. When the determined gear position (hereinafter also referred to as “gear position”) changes from this pattern, a shift command is output with the target gear position. The supply and discharge of the operating pressure in the hydraulic control circuit are controlled in accordance with the shift command so that the target shift speed is achieved. In this case, a so-called shift to a target shift speed with two different speed stages is performed. An intermittent shift command may be output. At this time, if the gear is immediately switched to the target shift speed according to the shift command, an excessive load is applied to the friction element, which adversely affects the durability and the like of the friction element. In some cases, the gear may be shifted to the target shift speed once through an intermediate shift speed between the current shift speed and the target shift speed.

In the automatic transmission 10 according to this embodiment, in particular, the manual 4-2 caused by the shift lever operation when the throttle opening is fully closed is provided.
At the time of downshifting and at the time of backout 2-4 upshifting caused by a sudden opening of the throttle from a fully open state to a half open state, for example, the jumping speed is changed in consideration of the durability of the friction element as described above. At times, control is performed via a third intermediate speed. In addition, even in the case of an upshift of the backout due to a sharp decrease in the throttle opening, if the throttle opening is fully closed, a very large load is not applied to the friction element.
Alternatively, the control for matching the timing of the engagement operation of the engagement-side friction element (for example, the 3-4 clutch 53 at the time of the 2-4 shift) with the release operation of the release-side friction element (also the forward clutch 51) is not so complicated. For this reason, the control is not performed via the intermediate gear, and the gear is directly shifted to the target gear.

By the way, these two shifts, ie, manual 4-2 downshift, and back-out 2-
Compared with the four-upshift, the intermittent shift in the manual downshift is the result of the driver requesting a larger engine brake and switching the shift lever from the D range to the S range or the L range. It is better to shorten the transit time of the third speed, which is the speed, to complete the shift to the target speed as quickly as possible. On the other hand, at the time of the jump shift of the backout upshift, if the intermediate stage transit time is too short, the shift occurs twice in a short time, and the feeling of acceleration in the third speed stage is lacking, and the drive feeling is reduced. Something that can be inhibited can occur.

Therefore, the controller 300 performs control to change the intermediate time of the intermediate gear according to the type of the jump speed. Next, a description will be given of the control for passing through the intermediate stage at the time of the jump speed change.

(2) Backout 2-4 Control at the time of an upshift jump shift When a command for an upshift from the second shift to the fourth shift is output, the controller 300 executes this shift according to the program shown in FIG. Control. First, step S1
Then, it is determined whether or not the throttle opening is fully closed. When the throttle is fully closed, the process proceeds to step S2, and the shift to the fourth speed is immediately started without passing through the third speed of the intermediate stage for the reason described above. I do.

On the other hand, if the throttle opening is not fully closed, the routine proceeds to step S3, where it is determined whether or not a predetermined time T1 has elapsed since the shift command was output. Until the predetermined time T1 elapses, Step S4
Then, the third speed different from the shift command is set as the target shift speed, and the shift operation to the third speed is started. When the predetermined time T1 has elapsed, the process proceeds to step S2, and the shift according to the shift command is performed. The shift control is executed with the fourth gear as the target.

As a result, when the 2-4 shift command is output in a state where the throttle opening is not fully closed, FIG.
As shown in FIG. 2, during the predetermined time T1 from the shift start time t0, the 2-4 prohibition flag (while the value is set to 1,
A flag that prohibits a jump from the second speed to the fourth speed. Hereinafter, the same shall apply in accordance with this. ) Is set to 1 to maintain the third speed state, and at time t3, the 2-4 prohibition flag is reset to 0 to shift to the fourth speed. Becomes the above-mentioned backup time T1 (t0 to t3).

(3) Re-shift prohibition control Next, before describing the other manual 4-2 downshift jump shift, re-shift prohibition control also shown in the time chart of FIG. 10 will be described. I do.

(3-1) Outline of re-shift prohibition control This re-shift prohibition control is performed immediately after the first shift command is output, for example, due to a sudden change in the throttle opening or the like, another second shift command. Is output, if the shift operation based on the first command has already been started and a sudden shift is made to the second shift operation, a remarkable shift shock may occur. This is a control performed to avoid a situation, and the controller 300 generally performs the re-shift prohibition control according to a program shown in FIG.

That is, if the first shift command is output in step S11, the elapsed time t from the output time is measured in step S12, and then the process proceeds to step S13.
Then, it is determined whether or not the shift operation based on the first shift command has been completed, and if the shift operation has been completed, this control ends. Also, 1
Until the shift operation based on the second shift command is completed, it is determined in step S14 whether or not the second shift command has been output.
While measuring the elapsed time t in step S12, in step S13, the process waits for the end of the shift operation based on the first shift instruction.

On the other hand, if the second shift command is output before the end of the shift operation based on the first shift command, the elapsed time t at that time exceeds the predetermined time T2 in step S15. Is determined. And
If it does not exceed the predetermined time T2, it is determined that the shift operation based on the first shift command has not been started yet, so the process proceeds to step S16, and the target shift speed is changed to the second shift command. And the shift operation based on the second shift command is started. As a result, the shift operation corresponding to the shift command is performed with good responsiveness.

On the other hand, in the case where the second shift command is output before the shift operation based on the first shift command is completed, when the first shift command is output at that time, If the elapsed time t exceeds the predetermined time T2, it is determined that the shift operation based on the first shift command has already been started, and in this case, step S15
The process proceeds from step S17 to step S17 to complete the speed change operation based on the first speed change command, and then switches the target shift speed to the speed change based on the second speed change command, and shifts the speed based on the second speed change command. Start operation. As a result, the occurrence of a remarkable shock due to the sudden shift to the second shift operation during the first shift operation is avoided.

(3-2) Reshift Prohibition Control During 2-4 Upshift Jump Shift In this embodiment, the above-described reshift prohibition control is performed in parallel with the jump shift. This will be described with reference to the time chart of FIG. 10 described above. In this case, the first shift command is a 2-3 shift command, and the second shift command is a 3-4 shift command. 2-3
At time t0 when the shift command is output, the 2-3 shift flag is set to 1 and the count of the re-shift prohibition timer (elapsed time t) starts.

At the time point t1 when the count t of the re-shift prohibition timer exceeds the predetermined time T2, the re-shift prohibition flag is set to 1. While the prohibition flag is 1, the second 3-4 speed change prohibition flag is set. Even if the command is output, the start of the shift operation is prohibited. When the shift to the third speed is completed, 2-
The 3 shift flag is reset to 0, whereby the re-shift prohibition flag is also reset to 0 at time t2.
The start of the third 3-4 shift operation is permitted.

However, at this time, the above-mentioned backup time, that is, the intermediate stage transit time T1, is set to a relatively long time (for example, about 2 to 3 seconds), and the prohibition of the re-shift is released as described above. However, at the time t2, the 2-4 prohibition flag is still set to 1 within the intermediate stage transit time T1, and the second 3-4 shift operation is not started. And then, this transit time T
At time t3 when 1 has timed out and the 2-4 prohibition flag has been reset to 0, the 3-4 shift flag is set to 1 for the first time and the shifting operation to the 4th speed is started.
As a result, the time interval between the first shift to the third speed and the second shift to the fourth speed becomes relatively long, and the shift is prevented from occurring twice in a short time. Thus, it is possible to prevent the driver from feeling uncomfortable.

(4) Manual 4-2 Downshift Jump Control In contrast, the controller 300 performs the 4-2 downshift jump operation when the driver operates the shift lever while the throttle opening is fully closed. If a shift occurs, the following control is performed.

That is, as shown in FIG. 12, in this case, as the shifting operation from the current shift stage, ie, the fourth speed, to the intermediate stage, ie, the third speed, progresses, the transmission gear mechanism (the first and second planetary gear mechanisms). The gear ratio of (30, 40) changes from the gear ratio of the fourth speed to the gear ratio of the third speed. When the gear ratio of the transmission gear mechanism changes to the gear ratio of approximately the third speed (see FIG. In the example,
When the gear ratio of the transmission gear mechanism becomes a gear ratio smaller by a predetermined value α that is relatively smaller than the gear ratio of the third speed) at tx, 4
The -2 prohibition flag is reset to 0.

Therefore, basically, at this time tx
Thus, the start of the shift operation to the second speed is permitted, but here, the re-shift inhibition control is activated, and as shown in the example of FIG.
At the time point tx, if the re-shift prohibition flag is still set to 1, the time point t2 at which the prohibition flag is reset to 0 is set, and the 3-2 shift flag is set to 1, whereby At time t2, the shifting operation to the second speed starts.

Of course, depending on, for example, the conditions for determining the end of the shift operation in step S13 in the re-shift inhibition control, the time t2 at which the re-shift inhibition flag is reset to 0 is substantially equal to the gear ratio of the transmission gear mechanism. In some cases, the timing may precede the time point tx at which the gear ratio changes to the third speed, and in this case, the gear ratio of the transmission gear mechanism changes to the gear ratio of the third speed at the time tx at which the gear ratio changes to the second speed. The shift operation is started.

In any case, in the case of this manual 4-2 downshift jump shift, the above-mentioned backup time T1 is set to a relatively long time, and as a result,
The time point t2 at which the re-shift prohibition is released and the time point tx at which the gear ratio of the transmission gear mechanism changes to the gear ratio of the third speed are both temporally earlier than the time point t3 at which the predetermined time T1 times up. Becomes As a result, the above-described 2-4
As compared with the time of the upshift, the transit time of the third speed, which is the intermediate speed, becomes shorter (t0 to t2 or tx), and the shift to the second speed, which is the target speed, is completed promptly. The brakes can be used.

(5) Specific Example of Other Jump Shift Control Operation Next, the controller 300 is designed to achieve the same effect as the control via the intermediate stage during the jump shift as described above.
An example of a specific operation performed by the program will be described below.

This control operation is performed as shown in FIG.
The determination of the gear position (step S30), the setting of the prohibition flags such as the above-described 2-4 prohibition flag and the 4-2 prohibition flag (step S50), and the setting of the re-shift prohibition flag (step S70) are sequentially repeated. is there.

Determination of the gear position (shift determination)
Is performed according to the program shown in FIG. 14. First, in step S31, the target gear speed gearv is determined by applying the throttle opening and the vehicle speed to the shift pattern.

As a result, the fourth speed is obtained.
If both the -4 prohibition flag and the 1-3 prohibition flag have been reset to 0, the fourth speed is set as a temporary gear stage (provisional) as a gear stage for outputting a shift command (step S32, S33).

The third or fourth speed is required. At this time, if the 1-3 prohibition flag is reset to 0,
The third gear is set as a provisional gear stage (provisional) (step S3).
4, S35).

Further, any of the second, third, and fourth speeds is obtained. At this time, if the 4-2 prohibition flag is reset to 0, the second speed is set as a temporary gear stage (temporary). (Steps S36 and S37).

If none of the above applies, 1
The speed is set as a provisional gear stage (provisional) (step S3).
8).

Next, in step S39, it is determined whether or not the throttle opening is fully closed. If the throttle is fully closed, the process directly proceeds to step S40, and the above steps S33, S35, S3 are performed.
7 or the provisional gear set in S38
Let (provisional) be a gear stage that outputs a shift command.
As a result, a shift command for setting the gear stage gear as the target shift stage is output, and the shift operation is started in accordance with the shift command.

On the other hand, if it is determined in step S39 that the throttle opening is not fully closed, the process proceeds to step S41, where it is determined whether or not the re-shift prohibition flag has been reset to 0. Only when it is released, the process proceeds to step S40, and the provisional gear stage gear is set.
Let (provisional) be a gear stage that outputs a shift command.
However, if it is determined in step S41 that the re-shift prohibition has not been released, the gear stage gear is not updated (changed) in step S40.

As a result, the current gear stage gear
Is different from the previous gear stage gear [i-1], that is, if the gear stage has changed, the shift flag is set to 1 (steps S42 and S43). It is reset to 0 (steps S44, S45).

Next, the setting of the prohibition flag is performed according to the program shown in FIG.
At 52, it is determined whether the throttle opening is fully closed or not and whether the vehicle speed is higher than a predetermined value V1.
In the case of S, the process proceeds to step S53, and when it is determined to be YES, that is, it is determined that the gear ratio has not yet increased to a gear ratio smaller by a predetermined value α relatively smaller than the gear ratio of the third speed. In step S54, the 4-2 prohibition flag is set to 1 while when the determination is NO, that is, when the gear ratio is smaller by the predetermined value α that is relatively smaller than the gear ratio of the third speed. If it is determined that it has risen to 4-2, the 4-2 prohibition flag is reset to 0 in step S55.

Similarly, in steps S56 and S57,
It is determined whether or not the throttle opening is fully closed and whether or not the vehicle speed is higher than a predetermined value V2. If both are YES, the process proceeds to step S58, and if YES is determined here, that is, the gear If it is determined that the gear ratio has not yet increased to a gear ratio smaller by the predetermined value β, which is relatively smaller than the gear ratio of the second speed, the 3-1 prohibition flag is set to 1 in step S59, while NO is set here. Is determined,
That is, when it is determined that the gear ratio has increased to a gear ratio smaller by the predetermined value β that is relatively smaller than the gear ratio of the second speed, the 3-1 prohibition flag is reset to 0 in step S60.

Next, the setting of the re-shift prohibition flag is performed as shown in FIG.
Is performed according to the program shown in FIG.
It is determined at 1 whether or not the shift control is being performed, that is, whether or not the shift flag is set to 1;
If the shift flag is set to 1 in step S72, the process proceeds to step S73, and the re-shift prohibition timer t sets the predetermined time T2. It is determined whether or not it has exceeded.

If it is determined that the re-shift prohibition timer t has exceeded the predetermined time T2, it is determined that the shift operation based on the shift command has already been started, so the process proceeds to step S74. If the shift prohibition flag is set to 1 while the re-shift prohibition timer t has not exceeded the predetermined time T2, it is determined that the shift operation based on the shift command has not yet been started, and the process proceeds to step S75. The re-shift prohibition flag is reset to 0.

After setting the re-shift prohibition flag,
The process returns to the gear speed determination control described first.

[0107]

As described above, according to the first invention of the present application,
In the case of a manual downshift jump shift, which occurs when the shift lever is manually operated with the throttle opening fully closed, the intermediate gear transit time is relatively short, so that As a result, a larger engine brake can be used earlier, and shift control according to the purpose of the manual downshift can be realized.

On the other hand, in the case of an upshift jump shift of backout that occurs with a sharp decrease in the throttle opening, since the intermediate stage transit time is relatively long, the time between the first shift and the second shift is changed. The interval becomes longer in time, and a feeling of incongruity in shifting can be eliminated, such as a feeling of acceleration at the intermediate stage.

According to the second aspect of the invention, the first aspect of the invention is embodied more specifically. In the case of a back-out upshift jump shift, a predetermined shift from the current shift speed to the intermediate speed is started. The intermediate stage is maintained until the time elapses, whereas in the case of the intermittent shift of the manual downshift, the gear ratio of the transmission gear mechanism of the automatic transmission is changed until the predetermined time elapses. When the gear ratio of the gear is attained, the maintenance of the intermediate gear is released and the shift to the target gear is started. As a result, the transit time of the intermediate stage is shorter in the case of a manual downshift jump shift than in the case of a backout upshift jump shift.

Further, according to the third aspect, for example, in order to prevent a remarkable shift shock which occurs when suddenly shifting to another shift operation during a shift operation, another shift operation is performed during the first shift operation. When the second shift command is issued, the re-shift inhibition control for inhibiting the start of the second shift operation until the first shift operation is completed is performed in parallel. In consideration of the prohibition control, in the case of the intermittent shift of the manual downshift, the transit time of the intermediate stage is shorter than that in the case of the backshift of the upshift interlace.

[Brief description of the drawings]

FIG. 1 is a skeleton diagram showing a mechanical configuration of an automatic transmission according to an embodiment of the present invention.

FIG. 2 is a sectional view showing a configuration of a transmission gear mechanism of the automatic transmission.

FIG. 3 is a circuit diagram of a hydraulic control circuit.

FIG. 4 is a control system diagram of the automatic transmission.

5 is a main part enlarged circuit diagram showing a first speed state of the hydraulic control circuit in FIG. 5;

FIG. 6 is an enlarged circuit diagram of a main part showing a state of the second speed in the same manner.

FIG. 7 is an enlarged circuit diagram of a main part showing a state of the third speed in the same manner.

FIG. 8 is an enlarged main part circuit diagram showing a state of the fourth speed in the same manner.

FIG. 9 is a flowchart showing a control operation at the time of a backout 2-4 upshift jump shift.

FIG. 10 is a time chart showing changes in data at the time of the shift.

FIG. 11 is a flowchart showing the operation of re-shift prohibition control.

FIG. 12 is a time chart showing changes in data at the time of a manual 4-2 downshift jump speed.

FIG. 13 is a flowchart illustrating an example of a specific operation of the jump speed change control.

FIG. 14 is a flowchart showing an operation of determining a gear in the jump speed change control.

FIG. 15 is a flowchart showing the operation of setting a prohibition flag.

FIG. 16 is a flowchart showing an operation of setting a re-shift prohibition flag.

[Explanation of symbols]

 Reference Signs List 10 automatic transmission 30 transmission gear mechanism 300 controller 301 vehicle speed sensor 302 throttle opening sensor

 ────────────────────────────────────────────────── ─── Continued on the front page (72) Inventor Kenji Sawa 3-1, Shinchi, Fuchu-cho, Aki-gun, Hiroshima Mazda Co., Ltd.

Claims (3)

[Claims] 1. A shift control means for shifting to a target shift speed via an intermediate shift speed when a predetermined jump shift from a current shift speed to a target shift speed which is two different speed stages is provided. A control device for an automatic transmission, wherein the jump speed of a manual downshift associated with a shift lever operation with the throttle opening fully closed is the jump speed of a backout upshift associated with a sharp decrease in the throttle opening. A control device for an automatic transmission, further comprising a transit time control means for shortening a transit time of an intermediate stage by the shift control means as compared with a case where the transmission control device is provided. 2. The transit time control means, during an intermittent shift of a manual downshift, when a predetermined time has elapsed from the start of the shift from the current shift speed to the intermediate speed, or a transmission gear mechanism of the automatic transmission. When the gear ratio of the intermediate gear becomes the gear ratio of the intermediate gear, whichever is earlier, the shift control means is allowed to start shifting from the intermediate gear to the target gear. By not permitting the shift control means to start shifting from the intermediate gear to the target gear until time elapses, the jump speed of the manual downshift is smaller than that of the backout upshift. The control device for an automatic transmission according to claim 1, wherein the time is shortened. 3. When another second shift command is issued during the first shift operation, a re-shift that prohibits the start of the second shift operation until the first shift operation is completed. Prohibiting means is provided, and when the operation of the first shift is completed within the predetermined time, the transit time control means releases the prohibition of re-shifting during the jumping shift of the manual downshift. And when the gear ratio of the transmission gear mechanism of the automatic transmission becomes the intermediate gear ratio or when a predetermined time has elapsed since the shift from the current gear to the intermediate gear started. 3. The control device for an automatic transmission according to claim 2, wherein the shift control means is permitted to start shifting from the intermediate gear to the target gear at an earlier time.