JPS6165949A - Controlling device of automatic transmission - Google Patents

Abstract

PURPOSE:To reduce shock by changing over a speed change gear mechanism from the neutral condition to the first speed through the high speed stage provided in the travelling range during the shift operation from the neutral range to the travelling range. CONSTITUTION:The outputs of a turbine rotational speed detecting means H and shift detecting means G are supplied to the input of a controlling means I for controlling a speed change changing-over means D. When a shift lever is shifted from the neutral range to the travelling range in stopping a vehicle, a speed change gear mechanism is set to the first speed after set to the high speed stage provided in the travelling range while turbine rotational speed is lowered from the neutral condition to a predetermined value. Thus, since said mechanism always passes through the high speed stage even if time taken for changing over to the high speed stage is changed by any mechanical dispersion and viscosity or the like, shock in the shift operation to the travelling range can be securely reduced.

Description

DETAILED DESCRIPTION OF THE INVENTION (Industrial Application Field) The present invention relates to a control device for an automatic transmission installed in an automobile;
In particular, the purpose is to reduce the shock that occurs when operating the shift lever.

(Prior art) In a vehicle equipped with an automatic transmission, when the shift lever of the transmission is operated from a neutral range to a driving range such as D range or 2 range while stopped, the so-called N-D occurs. A shock called shock occurs,
There is a problem in that this causes discomfort to the occupants. This shock occurs when the shift lever is operated as described above, and the transmission gear mechanism of the automatic transmission is switched from the power cutoff state to the power transmission state by the engagement of the frictional engagement member, and as a result, the engine output is reduced during the shift. This is caused by the transmission of driving force to the wheels via the gear mechanism. In that case, the transmission gear mechanism changes from the power cutoff state to the first speed state where the engine output is amplified and transmitted at a predetermined gear ratio (
As a result, a large driving force is suddenly transmitted to the wheel side, and generally in 1st gear, the hydraulic pressure for engaging the frictional fastening member is set higher than in other gears. I! 'i! rM fastening member is fastened rapidly,
This causes a particularly large shock when shifting from neutral range to driving range.

To solve this problem, for example, as disclosed in Japanese Patent Application Laid-open No. 53-93527, when shifting from the neutral range to the driving range, the transmission gear mechanism is changed from the power cut-off state to the driving range. It has been proposed to switch to a predetermined high speed of a plurality of gears, and then to the first speed in that range. In this way, during a shift operation, a small driving force corresponding to the high speed gear of the transmission gear mechanism is transmitted from the transmission to the wheels, and then a driving force corresponding to the first gear of the transmission gear mechanism is transmitted to the wheels. Also, when switching to high speed gear, friction 1
[Since the hydraulic pressure for fastening the fastening member is low, the fastening member is loosely fastened, thereby reducing the shock during the shift operation from the neutral range to the travel range.

However, as mentioned above, if the time for temporarily setting the gear gear to the high gear during the shift operation from the neutral range to the driving range is too short, it is necessary to switch to the first gear before the shift to the high gear is completed. If it is too long, the shock reduction effect of passing through the high speed gear will not be sufficiently reduced, and if it is too long, when the accelerator pedal is pressed down, if it is too long, There may be cases where the gear has not yet been switched to the first gear. Therefore, this time is set as the period until the transmission gear (transmission gear) completes switching from the neutral state to the high speed gear by the fastening operation of the frictional fastening member. It is desirable to switch to 1st speed immediately after switching to .

However, in the invention disclosed in the above-mentioned publication, since the time to set the high speed gear is set to a fixed time, this fixed time is assumed to be the time until the switching to the high speed gear is completed, that is, the fastening of the friction fastening member. Even if you try to match it to the time it takes for the operation to complete, the time to complete the engagement will vary due to mechanical variations in each part of the automatic transmission and changes over time, and the viscosity of the working fluid that changes depending on the temperature and the engine load(
It changes depending on the pressure of the working fluid, which is adjusted in response to the throttle opening. Therefore, if the time to set the high speed gear is set to a fixed time, the time may become relatively short or long compared to the time it actually takes to complete the switching operation to the high speed gear, and as a result, Because the shift to 1st gear is not performed reliably, the shock is not effectively reduced, or when starting immediately after a shift operation, the shift to 1st gear is delayed and the starting performance deteriorates. .

(Object of the Invention) The present invention provides a method for shifting gears from a neutral range to a driving range by switching the transmission gear mechanism from the neutral state to the first gear via the high speed gear provided in the driving range. In an automatic transmission designed to reduce shock during shift operations as described above, the time required to set the high speed gear is determined by the time required for switching from the neutral state of the transmission gear mechanism to the high speed gear or the fastening operation of the frictional fastening member. By setting according to the situation, the time required for the switching operation to the high speed stage to be completed changes depending on the mechanical variations in the change [1], changes over time, or the viscosity and pressure of the working fluid that fastens the Fj friction fastening member. However, always set the high speed gear to the optimum point. As a result, when shifting from the middle Q range to the driving range, the shift operation always goes through the high speed gear, reliably reducing the shock during the shift operation, and also eliminating the delay in switching to 1st gear, even when starting quickly. The purpose is to always be able to start well from 1st gear.

(Structure of the Invention) The control device for an automatic transmission according to the present invention is characterized by having the following structure in order to achieve the object L.

That is, as shown in FIG. 1, there is a torque converter B connected to the output shaft of the engine A, a transmission gear mechanism C connected to the output shaft of the torque converter A gear switching means that sets multiple gears by switching the transmission path, and a shift lever that manually switches between multiple ranges such as driving range 19 and neutral range.
shift detecting means G for detecting that the shift lever E is shifted from the neutral range to the driving range, and the torque converter 9;
A turbine rotation speed detection means port for detecting the output shaft rotation speed, and receiving output signals from these detection means G and H, detects the turbine rotation speed when the shift lever E is shifted from the neutral range to the travel range. The control means I is provided, which controls the gear changeover means ( ) to set the gear to a high gear until the gear decreases to a predetermined value or less. According to such a configuration, when the shift lever is stopped, When the transmission gear mechanism C is shifted from the neutral range to the driving range, the transmission gear mechanism C is temporarily switched to the high speed gear in the driving range, and when the turbine rotational speed of the torque converter B has decreased to a predetermined value, it is switched to the first gear. Therefore, the shock caused by the sudden transmission of large driving force to the wheels is reduced.

By the way, the above turbine rotational speed is
．． When I, iC is in the neutral state, it is approximately equal to the engine rotational speed, and decreases as the speed change gear mechanism C switches to the power transmission state as the frictional fastening member engages during the shift operation to the driving range. However, the situation in which the rotational speed decreases and the situation in which the state changes to the power transmission state correspond to each other.
RPM), the switching operation of the transmission gear mechanism is always substantially completed. Therefore, the time it takes for the transmission gear mechanism C to complete switching from the neutral state to the high speed gear may vary depending on mechanical variations in the automatic transmission, changes over time, or the viscosity and pressure of the working fluid that engages the frictional coupling member. Even if the rotational speed changes, the turbine rotation speed decreases below the specified value J
By setting the gear to the high speed until it reaches the high speed, the gear can always be reliably switched to the high gear, and after cutting to the high gear, the gear can be quickly switched to the first gear.

(Example) Embodiments of the present invention will be described below based on the drawings.

FIG. 2 shows the mechanical structure and fluid control circuit of the automatic transmission 1. The automatic transmission 1 includes a torque converter 10, a multi-speed gear mechanism 20, and a structure disposed between the two. The overdrive transmission gear structure 40 is comprised of a transmission gear structure 40 for overdrive.

The 1-lux converter 10 includes a pump 13 directly connected to the output shaft 3 of the engine 2 via a drive plate 11 and a case 12, a turbine 14 disposed opposite to the pump 13 within the case 12, and the pump. 13 and a stator 15 disposed between the turbine 14 and the turbine 14,
An output shaft 16 is coupled to the turbine 14 . Furthermore, a lock-up clutch 17 is provided between the output shaft 16 and the case 12. The lock-up clutch 17 is constantly pressed in the engagement direction by the pressure of the working fluid circulating within the torque converter 10. and is released when release fluid pressure is supplied from the outside.

The multi-stage gear mechanism 20 has a front planetary tooth type tM21.
and the V planetary gear 22, and both (shallow 61!1
．． Sangiya in 22 23. ．． 24 are connected by a connecting shaft 25. The input @26 to this multi-speed gear mechanism 20 is connected via the front clutch 27 to the connection '1
Il 125 and the ring gear 29 of the front planetary gear groove 21 via the rear clutch 28, A second brake 31 is provided between the rotating sun gears 23 and 24 and the transmission case 30. The binion carrier 32 of the front planetary gear 21 and the ring gear 33 of the rear planetary gear lateral 22 are connected to the output shaft 34, and the binion carrier 35 of the rear planetary gear groove 22 and the transmission A low reverse brake 36 and a one-way clutch 37 are interposed between the case 30 and the case 30, respectively.

On the other hand, in the overdrive shift t@city structure 40, the pinion carrier 41 is connected to the torque converter 10.
The sun gear 42 and the ring gear 4 are connected to the output shaft 16 of the
3 are connected by a direct coupling clutch 44. Further, an overdrive brake 45 is provided between the Zang gear 42 and the shift amount case 30, and a closed F ring gear 43 is connected to an input shaft 26 to the multi-speed gear fil mechanism 20.

1 (the flash 20 is conventionally known, including the clutches 27, 28 and the brakes 31, 36);
As a result of the selective operation of , a gear ratio iI'7 between the input shaft 26 and the output @34 is set between the 3rd gear and the 1st gear. Also,
The primary overdrive gear 11440 is connected to the output shaft 16 of the torque converter 10 and the multi-stage gear when the clutch 44 is engaged and the brake 45 is released.
0, and when the clutch 44 is engaged and the brake 45 is engaged, the l1111
6.26 is combined with overdrive.

Next, the fluid control circuit of the automatic transmission will be explained.

The working fluid discharged to the main line 51 from the oil pump 50 which is constantly driven by the engine output shaft 3 via the torque comparator 10 is controlled by the pressure regulating valve 52.
1 and then guided to the virect valve 53. This select valve 53 shima, P.

It has a range of R, N, D, 2.1, and D, 2. At the lunge, the main line 51 is connected to port a.

This port a is connected to the rear clutch 2 through a line 54.
Therefore, in each of the forward ranges described in 2.1 above, the rear clutch 2
8 is always maintained in the R-fastened state.

Further, the port a is the first port. Second. Third. It communicates with fourth control lines 56.57, 58.59.

These control lines 56 to 5 are each led to one end of a 1-2 shift valve 61, a 2-3 shift valve 62, a 3-4 shift valve 63, and a lock-up valve 64, and each control line 56 to Drain lines from 5 to 66.67 respectively
．． 68,69 are branched and once these drain lines 6
6-6 opening and closing respectively 1st. Second. Third. A fourth solenoid 71°72.73.74 is provided. When these solenoids 71 to 74 are OFF, the drain lines 66 to 6 are released and the pressure in the corresponding control lines 56 to 59 is zero, but when they are ON, the drain lines 66 to 6 are released.
The spools 61a, 62a, in the 1-2 shift valve 61, 2-3 shift valve 62, 3-4 shift valve 63 and lock-up valve 64 are closed by increasing the pressure in the control lines 56-59. 63a and 64a are moved from the illustrated positions in the directions of arrows (a), (b), (c), and (d), respectively.

Port a in the select valve 53 also connects to the 1-2 shift valve 61 via a line 76 branched from the line 54, and the spool 61a is connected to the spool 61a by the flow fIJ fluid from the first control line 56 (a). When the second brake 3 is moved in the direction, the second brake 3
Fastening side port 31a in actuator 31a of No. 1
′. As a result, working fluid is supplied to the port 318', and the second brake 31 is engaged. Here, the second lock valve 78 is connected to a line 80 from both ports b and C of the select valve 53 in the D range.
．． 81, and the above-mentioned lines 77 and 79 are connected as shown in the figure (!However, in the 2 range where port C is closed, the working fluid is supplied only from port b. is supplied, and the spool 78a moves downward, thereby connecting the lines 80 and 79. Therefore, in the 2 range, the second brake 31 is engaged regardless of the state of the 1-2 shift valve 61. .

In addition, port C that communicates with the main line 51 in the D range
is connected to the 2-3 shift valve 62 by the line 81 via the one-way throttle valve 82. And said 2
-3 When the spool 62a of the shift h valve 62 is moved in the (b) direction by the working fluid from the second control line 57, it communicates with the line 83 and further branches into lines 84 and 85, one of which is connected to the second control line 57. The other end reaches the release side port 31 a ″ of the seventh clutch 31 a of the brake 31 and the actuator 27 a of the front clutch 27 .

As a result, working fluid is supplied to the ports 1-318'' and the actuator 27a, the cant brake 31 is released, and the front 1-clutch 27 is engaged.

In addition, in the lunge, the port d of the select valve 53 communicates with the main line 51, and the working fluid is guided to the 1-2 shift valve 61 via the line 86.
When the spool 61a is in the position shown, the line 8 is
7 to the actuator 3-6a of the low reverse brake 36. As a result, the low reverse brake 36 is engaged.

Furthermore, in the R range, port e as well as port d
communicates with main line 51 so that working fluid is directed to the 2-3 shift valve 62 by line 88 and via line 83 and line 84, 85 when spool 62a of valve 62 is in the position shown. Release side port 31 of second brake actuator 31a
a” and the actuator 27 of the front clutch 27
This leads to a. As a result, [in Shirenji, the above []
]-Front clutch 27 along with reverse brake 36
is concluded. In this case, the port a is closed and the X7 clutch 28 is released.

The main line 51 is selectively switched to its course by the select valve 53 as described above, and at the same time, the branch line 89
．． 90 to the 3-4 shift valve 63 and the engagement side poles 1 to 45a' of the actuator 45a of the A-bar drive brake 45. The line 89 led to the 3-4 shift valve 63 is further connected to the line 91.92 when the spool 63a of the 3-4 shift valve 63 is in the position shown.
One line 91 leads to the actuator 44a of the direct coupling clutch 44, and the other line 92 leads to the release side boat 458'' of the overdrive brake actuator 45a.Therefore, the 3-4 shift valve 6
3 is in the illustrated state, both ports 45a' on the engagement side and the release side of the overdrive brake actuator 45a.

45a", the overdrive brake 45 is released, and the direct coupling clutch 44 is engaged. Then, the spool 63a of the 3-4 shift valve 63 is connected to the third control line 58. By draining the lines 91 and 92 when moved in the (c) direction by the working fluid, the direct coupling clutch 44 is released and the overdrive brake 45 is engaged.

Furthermore, working fluid is led from the main line 51 to a lock-up valve 64 via a branch line 93 that passes through the pressure regulating valve 52. When the spool 64a of the J3 type valve 64 is in the illustrated position, it reaches the inside of the torque converter 10 via the line 94, and releases the lock-up clutch 17 inside the torque converter 10.

Then, the spool 64a of the lock-up valve 64 is moved by the working fluid from the 48i11170 line 59 (
When the torque converter 10 is moved in the direction d), the lock-up clutch 17 is engaged by the fluid pressure within the torque converter 10 by draining the line 94.

In addition to the above configuration, this fluid control circuit receives working fluid from the main line 51 via a branch line 95, and applies the line pressure adjusted by the pressure regulating valve 52 to the engine load (throttle opening). A throttle valve 97 that outputs the throttle pressure to a throttle pressure line 96 according to the engine speed) and a throttle backup valve 97' that assists the throttle valve 97 are provided. In addition, the first control line 56 is
A cutback valve 98 is provided that connects the throttle pressure line 96 to a pressure reduction line 99 leading to the pressure regulating valve 52 by moving the spool 98a in the (E) direction in response to hydraulic pressure from the cutback valve 98 .

As a result, in gears other than 1st gear in the D range, throttle pressure is introduced into the pressure regulating valve 52 and the line pressure is reduced in accordance with the engine load, and in 1st gear, the line pressure is set to a relatively high pressure. It looks like this.

Regarding the above configuration, the relationship between each shift solenoid 71 to 73 and the gear position in the D range J5, the relationship between the solenoid 74 and lock-up, and the relationship between the operating state of the clutch and brake and the gear position in each range will be explained. For 1. Second. As shown in Table 3.

The following is a margin: Table 1 Table 2 Next, the electric control circuit of the automatic transmission 1 will be explained using FIGS. 3 to 6.

As shown in FIG. 3, this control circuit 100 is provided with a gear stage determination circuit 101, a lock-up determination circuit 102, etc., and these circuits 101, 102 are connected to the torque converter 101. : When the turbine rotation signal a from the turbine rotation sensor 103 that detects the rotation speed of the turbine 14 in the engine 2 and the throttle opening signal from the throttle opening sensor 104 that detects the opening of the throttle valve in the engine 2, the automatic speed change rM1 is generated. A 2° lunge signal @C is input from a shift position sensor 105 that detects the position of a shift lever provided in the vehicle.

Then, receiving these signals a, b, and c, the gear position determination circuit 101 and the lock-up determination circuit 102
As shown in the figure, depending on the shift and lock-up map preset according to the turbine speed and throttle opening, the operating state is in the shift-up zone, shift-down zone, or hold zone. It also determines whether it is in the "lock-up" or "release" zone, and outputs 1-4 speed communications 1-d4 and a lock-up signal e in accordance with the determination result.

Behind these signals, 1st to 4th speed communications 1 to d4 are A
The information is input to the solenoid selection map 110 via the ND circuits 106, 107, 108 and the OR circuit 109, and from the map 110, the ON/OFF state of the solenoid corresponding to the gear stage to be set according to the above-mentioned Table 1 is read. (7) Turn the first switch shown in Figure 2 so that it is in the ON and OFF state.
- Outputs control signals f1 to r3 to third solenoids 71-73.

As a result, the ON and OFF states of each of the solenoids 71 to 73 are set, and the automatic transmission 1 is controlled to a required gear position according to the operating range. Also, Lockup Shin@e is the second
The signal is sent to the fourth solenoid 74 shown in the figure, and the solenoid 74 is turned ON and OFF according to Table 2 to activate or release the lockup depending on the operating range.

However, this control circuit 100 is equipped with an ND shock reduction circuit 111 in addition to the above configuration. This N-D shock reduction circuit 111 is configured to provide an
N range switch 112 that turns to N, and D range switch 113 that turns ON when shifted to D range (
These switches 112 and 113 may also serve as the shift position sensor 105 in FIG.
and the D range signal, and the turbine rotation sensor 103
A turbine rotation signal a is input from the turbine. The N range signal and the D range signal are input to the D terminal and T terminal of the D type flip-flop circuit 114, respectively.
Further, the turbine rotation signal a is converted by the F-V converter 115 from a pulse No. 1m indicating the rotation speed to a voltage signal, and is compared with a predetermined voltage by the comparator 116 to determine the smaller predetermined rotation speed no( For example 20ORPM
) is output from the comparator 116 as a low speed signal a' which becomes 1°'. This low speed signal a' is inverted by the NOOR circuit 109 and then inputted to the flipflop circuit 114 as the reset signal aLL. The flip-flop circuit 114 is T O
The D range signal input to F4 is from “0” to “1”.
D range signal q changes from 1'' to '0'' until the reset signal al/ changes from 1'' to '0''.
The state of the N range signal g input to the @ terminal is output as output signal 1 from the Q terminal. In that case, when shifting from N range to D range, Fig. 6 f++, (21
As shown in the figure, after the D range signal g changes to 1'', the N range signal g changes to Opa after a certain feed time rat has elapsed. As shown in (5), the output signal 1 of the flip-flop circuit 114 changes to "1" when the D range signal changes to "1", the turbine rotational speed decreases to a predetermined rotational speed no, and the low speed signal a' changes to "1". Until the reset signal a'' changes to 0'' (until the reset signal a'' changes to 0''), it remains in the state of "1". Then, by inputting this output signal i and the above-mentioned N range signal 9 to the OR circuit 118, the output signal i from the circuit 118 as shown in FIG.
As shown in 6), from the time of shifting to the N range to the time of switching to the D range, the flip-flop circuit output signal i
A 4th speed fixed signal j that is held at "1n" is output until the number of revolutions changes to "0", in other words, the number of rotations of the turbine decreases to a predetermined number of revolutions no. Here, the comparator 116
To prevent hunting, when the rotation speed decreases, the output signal (low speed signal) a I becomes "1'° when the rotation speed decreases to a predetermined rotation speed no. (for example, 20 ORPM), and when the rotation speed increases, the output signal Large rotation speed (
For example, when the signal a' rises to I
It is designed to operate with hysteresis so that I011.

Therefore, the above-mentioned 4th speed fixed signal j is input to the OR circuit 109 shown in FIG. It is input together with d1 to d3. Therefore,
When the fourth speed fixed signal J is “0”, the gear stage determination circuit 101
The 1st to 4th speed signal communications 1 to d4 according to the determination result are inputted as they are to the solenoid selection map 110, and the first to third solenoids 71 to 73 are operated so that the gear position according to the determination result is changed to 1q. However, the 4th speed fixed signal J is “1”
'', regardless of the judgment result of the gear stage judgment circuit 101,
The 4th speed fixed signal J is input to the solenoid selection map 110 as a signal that has the same function as the 4th speed signal d4, and accordingly, the first to third solenoids 71 to 73 change the gear stage to 4th speed. It works like this.

Here, as mentioned above, the 4th speed fixed signal J is changed from the N range to the D range.
It is "1'' before the shift operation is performed to the range, and when it is in the N range, the first to third solenoids 71 to 7
ON for 3 to get 4th speed.

Although it is in the OFF state, in the N range, each shift valve 61°62.63 from the select valve 53 shown in FIG.
Since the working fluid is not supplied to each RFL frictional fastening member or transmission gear mechanism, the 4th speed state is not achieved.

In other words, before shifting to the D range, the 4th gear fixed signal j is
1'' is set so that the first to third solenoids 71 can quickly switch to 4th gear when shifting to D range.
This is because J5<73 is set in advance to the 4th speed state.

As described above, when the shift lever is operated from the N range to the D range, the automatic transmission gear mechanism or the automatic transmission gear mechanism is switched to the 4th speed state at a glance by the 4th speed fixed signal J, and the 4th speed fixed signal j is set to II O11. When the gear position is changed to 1, the gear position is changed to the first speed according to the normal control by the gear stage determination circuit 101 shown in FIG. As a result, during the shift operation, the engine output is first transmitted from the automatic transmission 1 to the wheels as a relatively small driving force, and then as a relatively large driving force that is amplified by the first gear ratio. Therefore, the shock is significantly reduced compared to the case where a large driving force corresponding to the first gear is suddenly transmitted to the wheels.

Also, when switching to 4th speed, I! Since the pressure of the working fluid (line pressure) acting on the J friction fastening member is lower than when switching to 1st speed, 11! The fastening operation of the friction fastening member is performed slowly, and this also allows the shock to be further reduced by passing through the fourth gear.

The time during which the 4th speed fixing signal j is held at 1'' and the gear stage is set to 4th speed is the time until the turbine rotational speed drops to a predetermined rotational speed of 00. The situation in which the turbine rotational speed decreases corresponds to the engagement condition of the frictional fastening member or the switching condition of the speed change gear mechanism, so when the rotational speed drops to the predetermined rotational speed no., regardless of the time required up to that point, the gear is always shifted to 4th gear. The switching operation has almost been completed.

In other words, as shown in Fig. 7, when the turbine rotation speed, which was approximately equal to the engine rotation speed in the N range, decreases with the shift operation to the D range, the engine load increases, for example, as shown by the symbol (f). Therefore, the pressure (line pressure) of the working fluid that fastens the friction fastening member is low, or the viscosity of the working fluid is high when it is cold, so the fastening operation is performed slowly, and the turbine rotation speed is therefore slow. In both cases, as shown by symbol (g), when the engine load is large and the line pressure is high, the turbine speed decreases rapidly. The 4th speed state is maintained until the number of rotations decreases to a predetermined number of revolutions no, that is, until the switching to the 4th speed is completed. As a result, when operating from N range to D range, the system always goes through 4th gear regardless of the state of the engine or transmission, reliably reducing shock, and immediately shifts to 1st gear after completing the shift to 4th gear. Even if the vehicle is shifted and the vehicle is started immediately after the shift operation, the vehicle will always start from the first gear state.

Note that the control circuit 100 which performs the above control. can be configured, for example, by a microcomputer, in which case the control circuit 100 operates according to the flowcharts shown in FIG. 8 and subsequent figures. Next, this operation will be explained.

Main Control First, the flowchart of the main control shown in FIG. 8 will be explained. First, the control circuit initializes various states and changes the range set by the shift lever or select valve 53 according to steps A1 to A3. At the same time, it is determined whether the range has been switched from the N range to the D range. Then, if the range has not been changed and is set to lunge, execute steps 5 to A9 from step Δ4, first release the lockup, and then shift down to 1st gear to start the engine. After carefully checking whether or not the rotation will overrun, the gear is shifted to 2nd gear if it is overrun, and to 1st gear if it is not. If the gear range is set to 2, steps A11 to A12 are executed from step A4 to step A+o, and the lock-up is released, and then the gear is shifted to second gear.

If the range is set to other than lunge and 2 ranges, that is, to the D range, the above step Ag is performed.

Steps Δ13 to A+s are executed from then on to perform shift-up control, shift-down control, and lock-up control, which will be described later.

However, if it is determined in step A3 that the range has been switched from the N range to the D range, then step As
s determines whether the automatic type is running or stopped, and if it is running, normal shift control and lock-up control are performed according to steps Δ4 to A15. On the other hand, if the vehicle is stopped, it is further determined in step AI7 whether the turbine rotational speed of the torque converter is 20 ORPM or less.

If the rotation speed T is 20 ORPM or more, the gear mechanism is set to 4th speed in step 18, and 20 ORPM is set.
If the RPM is below, normal control is performed according to steps A4 to A15 above, but in this case, since the vehicle is stopped,
set to fast. Therefore, when the shift lever is stopped
When the gear is shifted from the N range to the D range, the gear stage is temporarily set to 4th gear, and when the turbine rotation speed decreases to 20 ORPM or less with the shift operation to the D range, the gear stage is changed to 1st gear. will be set to . As a result, the gear position is set to 4 when shifting from N range to D range.
The shock at the time of the shift operation is reduced, and in particular, the turbine rotation speed is set to 1st gear via 20ORP, which almost completes the switching operation to 4th gear.
Since the gear is set to 4th gear until the gear drops to M or below, the gear must go through the 4th gear state and immediately switch to 1st gear when the shift to 4th gear is completed, and if the vehicle starts immediately after the shift operation. The vehicle will always start from 1st gear.

Shift-Up Control Next, normal control during driving will be explained. First, the shift-up control in step A13 in the main control will be explained. As shown in FIG. 9, in this control, first in step B1, the transmission gear mechanism 20.40 shown in FIG. 2 is in the 4th speed state. It is checked whether the gear is in the 4th gear or not, and since upshifting is not possible when the gear is in 4th gear, the control is terminated.

If the speed is other than 4th, follow steps 82 to B5 to read the current throttle opening and map the set turbine rotation speed T map corresponding to the read throttle opening.
is read out from a previously set and stored shift-up map, and the actual turbine rotational speed T map is read and compared with the set turbine rotational speed T map. Here, the shift-up map stores the set turbine rotational speed Tmap corresponding to each throttle opening as shown in FIG. This corresponds to the boundary line X between the zone and the hold zone. When the actual turbine rotation speed Tmap is larger than the set turbine rotation speed Tmap, that is, when the operating region is in the shift up zone shown in FIG. 4 or FIG. 10, if the shift up flag F1 is "0'', Step B5 to Step 86-B
8, the flag F1 is set to °°1'' and the gear is shifted up by one gear.The shift up flag F1 indicates that the upshift control was performed at the time of It 1 It. If the flag E1 is already set to "1" in step B6,
Control is ended without upshifting again.

Further, when it is determined in step B5 that the actual turbine rotation speed T is smaller than the set turbine rotation speed T map, the set turbine rotation speed T map is multiplied by 0.8 according to steps 89 to B11, as shown in FIG. A new shift up line Mu' indicated by a broken line is set at . Then, only when the actual turbine rotational speed Tmap is smaller than the new set turbine rotational speed Tmap corresponding to this line Mu', the shift-up flag F1 is reset to II OII in preparation for the next shift-up control, and the actual turbine When the rotational speed T is larger than the new set turbine rotational speed Tmap, the control is immediately terminated and shifts to downshift control. The control in steps 89 to B++ forms a hysteresis zone so that the turbine rotation speed T reaches the shift up line MIJ.
This is to prevent so-called chattering, where shifting is complicated when the gear is in the upper position.

Shift Down Control The shift down control at step A+4 in FIG. 8 is executed as follows according to the flowchart in FIG.

First, in step C1, it is confirmed that the transmission gear mechanism 20.40 is in a gear other than 1st gear, that is, in a gear position where downshifting is possible, and then the actual throttle opening is read in accordance with steps C2 to C5, and the 12th From the shift down line Md set in the shift down map as shown in the figure, the set turbine rotation speed T corresponding to the throttle opening at that time
mao is read and compared with the actual turbine rotation speed T. Here, the shift down line Md corresponds to the boundary line Y between the hold zone and the shift down zone shown in FIG. Then, when the actual turbine rotation speed Tmap is smaller than the set turbine rotation speed Tmap, that is, when the operating region is in the downshift zone shown in FIG. 4 or FIG. 12, the downshift flag F2 is set to " After confirming that the flag F2 has been reset to 0'' and setting the flag F2 to 1'', the gear stage is shifted down by one gear. In this case, the 7-lag F2 has already been set to rr 1 m in step C6. 1ll when
End l'1IrJ. Further, in step C5, the actual turbine rotation speed T is set to the set turbine rotation speed Tmap.
If it is larger, the set turbine rotation speed Tsap is multiplied by 110.8 according to steps 09 to C11 to form a new downshift line Md' as shown by the broken line in FIG. and the new set rotation speed corresponding to this line Md'. Then, only when T>T map, the downshift flag F2 is reset to °0'' to prepare for the next downshift control.

Lock-up control Furthermore, the lock-up control shown in step A15 in the main control of FIG. 8 is executed according to the flowchart shown in FIG.

In this control, 1.
In addition to reading the throttle opening degree, the lock-up release f set in the lock-up map as shown in FIG.
The set turbine rotation speed Tmap corresponding to the throttle opening at that time is read from lAMoff, and this is compared with the actual turbine rotation speed T. Actual turbine rotation speed T
is smaller than the set turbine rotation speed Tmap, that is, the first
When the lockup is in the lockup release zone shown in FIG. 4, the lockup is released in step D5.

The actual targon rotational speed is the above lock-up release line Mo.
When it is larger than the set turbine rotation speed Tmap corresponding to H, step D6. At D7, as shown by the broken line in FIG. 14, the set turbine rotation speed T mag corresponding to the lock-up operating line Mon is set by providing a hysteresis zone of a predetermined width on the high turbine rotation speed side of the lock-up release line MO. Read this set turbine rotation speed Tma
Compare p with the actual turbine rotation speed. And T
> At the time of Tmap, the lock-up operation is controlled in step D8.

In the above embodiment, when a shift operation is performed from N range to D range, the setting is set to 1st gear via 4th gear, but it may also be set via 3rd gear, or 2nd gear or Lunges, etc., are also equipped with multiple gears (in cases where the shift operation is performed from the N range to these ranges, the first gear is shifted through the higher gear of the multiple gears).
It may be set to fast.

(Effects of the Invention) As described above, according to the present invention, in an automobile equipped with an automatic transmission, when the shift lever is shifted from the neutral range to the driving range when the vehicle is stopped, the gear shift provided in the driving range is changed. The automatic transmission gear is set to 1st gear via the high speed gear, and the time it takes to set the high gear in that case is until the turbine rotational speed drops to a predetermined value. Even if the time required for the transmission gear open groove to switch from the neutral state to the high speed gear changes due to variations, changes over time, or the pressure and viscosity of the working fluid that connects the frictional fastening member, the gear will always pass through the high speed gear. As a result, the shock caused by shifting from the neutral range to the driving range is reliably reduced. Also, since it is set to 1st gear immediately after switching to high gear, it is always set to 1st gear even when starting immediately after the shift operation.
It will start smoothly from high speed.

[Brief explanation of the drawing]

Fig. 1 is an overall configuration diagram of the present invention, Figs. 2 to 14 show embodiments of the invention, Fig. 2 is a configuration diagram showing the mechanical structure and fluid control circuit of an automatic transmission, and Fig. 3. Fig. 5 is a circuit diagram showing the electric control circuit, Fig. 4 is a characteristic diagram showing control characteristics, Fig. 6.7 is a time diagram showing the action, Fig. 8.9,
Figure 11.13 is a flowchart diagram showing the operation vJ, No. 10.
．． Figures 12 and 14 are a shift-up map, a shift-down map, and a lock-up map used for control, respectively. 1... Automatic gear shift inclination, 2... Engine, 3... Engine output shaft, 10... Torque converter, 20°40
. . . Speed gear system, 100 . . . Shift stage switching means (control circuit), 103 . . . Turbine rotation speed detection means (turbine rotation sensor), 111 . . . Control means (N-D shock reduction circuit). , 112.113...Shift detection means (N range switch, D range switch).

Claims (1)

[Claims] (1) A torque converter connected to the output shaft of the engine, a speed change gear mechanism connected to the output shaft of the torque converter, and a speed change gear that sets a plurality of speeds by switching the power transmission path of the speed change gear mechanism. In an automatic transmission comprising a switching means and a shift lever for manually switching between a plurality of ranges such as a travel range and a neutral range, a shift detection means for detecting that the shift lever is shifted from a neutral range to a travel range. and a turbine rotational speed detection means for detecting the output shaft rotational speed of the torque converter.
In response to the output signals of these detection means, when the shift lever is shifted from the neutral range to the driving range, the gear change means is controlled to change the gear until the turbine rotational speed falls below a predetermined value. 1. A control device for an automatic transmission, comprising: control means for setting a predetermined high speed gear.