JPS62246653A - Control device of automatic transmission for vehicle - Google Patents

Abstract

PURPOSE:To reduce speed change shocks by controlling an engagement force of a release side engagement element by means of a command signal so that the rpm of an input shaft agrees with a target value and controlling an engagement force of an engagement side element so that an rpm changing rate of the input shaft after detecting the speed change agrees with a target value. CONSTITUTION:By means of a shift start command signal from an electronic control device 124, control of a release side oil pressure P1 is started to set an initial pressure lower than a line pressure P1, to make the pressure P1 to Pa, and to perform P1 command for exciting a solenoid valve 120 at a duty rate corresponding to the pressure P1. Then an rpm Ni of an input shaft rpm sensor due to relative rotation and an output gear rpm No of a vehicle speed sensor 78 are detected and the operation, Ni - No X (2nd speed gear ratio 12) = DELTANi, is performed. Then an oil pressure compensation amount DELTAP1 is determined in proportion to a value, set rpm - DELTANi = DELTANV, and DELTANV, and DELTAP1' is determined from a change rate DELTAN'V of DELTANV to renew P1 by controlling DELTAP1 and DELTAP1' by the positive/negative combinations of DELTANV and DELTAN'V. On the other hand, when the engagement side element makes an initial engagement and the Ni decreases, oil pressure decreases rapidly to maintain (No Xi2 + set rpm), brake fluid pressure becomes zero to finish the control of the P1.

Description

DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] The present invention relates to an improvement in a control device for an automatic transmission for a vehicle.

[Conventional technology]

Conventional automatic transmissions for vehicles are disclosed in US Pat. No. 2,995, for example.
As described in Publication No. 957, an engagement element that is engaged when shifting from a relatively low speed gear to a relatively high speed gear (hereinafter referred to as an engagement side engagement element) The engaging force of the gearbox is controlled so that the rate of change (deceleration) of the engine rotational speed becomes a target rate of change, thereby slowing down the shift shock during gear shifting.

[Problem that the invention seeks to solve]

However, with the above configuration, the torque is transmitted from the disengaged engagement element (hereinafter referred to as the disengaged engagement element) to which the torque is transmitted before the shift starts, to the engagement element to which the torque is transmitted after the shift. It has been difficult to smoothly switch the torque transmission path to the mating element. In other words, the engagement side engagement element is still fully engaged.

If you release the release-side engagement element even though it is not, the shifting time will become longer and the re-engagement element may be damaged more quickly.
Conversely, if the release of the disengagement side engagement element is delayed with respect to the engagement of the engagement side engagement element, the re-engagement element simultaneously enters a temporary state, resulting in an unpleasant feeling of deceleration (shift shock) during gear shifting. There was a problem.

[Structure of the invention]

The present invention has been devised in view of the above, and includes an input shaft 2 to which driving force is transmitted, first and second engagement elements that can be selectively engaged, and a first gear ratio to a second gear ratio. an engagement element switching means that engages the first engagement element and releases the second engagement element to achieve the shift; and a control means that controls the engagement force of the engagement element during the shift. and a command means for generating a command signal for starting a shift, wherein the control means includes a detection means for detecting that an effective shift has started by the first engagement element. , controlling the engagement force of the second engagement element in response to generation of the command signal so that the rotation speed of the input shaft matches a target rotation speed that is higher by a predetermined value than the rotation speed before generation of the command signal; The first engagement force control means starts engagement in response to generation of the command signal, and after the detection means detects the start of the effective shift, the rate of change in the rotational speed of the input shaft reaches a predetermined target rate of change. The gist of the invention is a control device for an automatic transmission for a vehicle, characterized in that it has a second engaging force control means for controlling the engaging force of the first engaging element so as to match the engaging force of the first engaging element.

[For production]

According to the above configuration, in response to generation of the command signal, the engagement force of the second engagement element is applied so that the rotation speed of the input shaft matches the target rotation speed which is higher by a predetermined value than the rotation speed before the generation of the command signal. When an effective shift is started by the start of engagement of the first engagement element, the first engagement element is controlled so that the rate of change in the rotation speed of the input shaft matches a predetermined target rate of change Since the structure is configured to control the engagement force of the first and second engagement elements, it is possible to prevent the first and second engagement elements from being fully engaged at the same time, and to prevent the second engagement element from becoming fully engaged with the first engagement element. This has the effect of smoothly switching the torque transmission path.

〔Example〕 An embodiment of the present invention will be described in detail based on the drawings.

In FIG. 1, a drive shaft 10 directly connected to the crankshaft of an engine (not shown) is connected to a pump 16 of the torque converter 12 via an input casing 14 of the torque converter 12, and a stator 18 of the torque converter 12. is connected to a transmission casing 22 via a one-way clutch 20. Further, the turbine 24 of the torque converter 12 is connected to the clutch 2 through an input shaft 26.
8. It is connected to a clutch 30 and a clutch 32, and the output side of the clutch 28 is connected to a first simple planetary gear unit 36 (hereinafter referred to as "hereinafter") via a first intermediate shaft 34.

A first carrier 38 of a second simple planetary gear unit 40 (hereinafter simply referred to as a second gear unit 4)
0) and a brake 44 for stopping the rotation of the first intermediate shaft 34, and the output side of the clutch 30 is connected to the first sun gear of the first gear device 36. 46, clutch 3
The output side of the second intermediate shaft 48 is connected to the first ring gear 50 of the first gear device 36 and the second sun gear 52 of the second gear device 40 via the second intermediate shaft 48 .
It is connected to a brake 54 to stop the rotation.

The first gear device 36 rotatably supports the first sun gear 46, the first pinion gear 56 meshing with the sun gear 46, and the first carrier 38 which is rotatable. The first ring gear 50 meshes with the first pinion gear 56, and
The second gear device 40 is connected to the second sun gear 52. A second pinion gear 58 meshing with the sun gear 52. The second carrier 42 rotatably supports the pinion gear 58 and is itself rotatable. It is comprised of a second ring gear 60 that meshes with the second pinion gear 58. The second ring gear 60 is connected to an output gear 64 via a hollow output shaft 62 through which the first intermediate shaft 34 is inserted.

The output gear 64 is meshed via an idler 70 with a driven gear 68 provided at the right end of an intermediate transmission shaft 66 disposed substantially parallel to the input shaft 26. The left end of is connected to a final reduction gear 76 which is connected to a drive axle 74 via a differential gear 72 .

As is clear from FIG. 1, the transmission casing 22 is formed to enclose everything from the l/lux converter 12 to the output gear 64, the intermediate transmission shaft 66, the differential gear 72, and the like.

Each of the above-mentioned clutches and brakes is equipped with an engaging device or a servo device, which will be described later, and is engaged and released by supplying and discharging hydraulic pressure. The hydraulic pressure is selectively supplied to and discharged from each clutch and brake by the hydraulic control device shown in FIG. 2, and a combination of operation of the clutches and brakes achieves four forward speeds and one reverse speed.

Note that 76 is an input shaft rotation speed sensor for detecting the rotation speed of the input shaft 26, and 78 is a vehicle regulation sensor for detecting the rotation speed (corresponding to the vehicle speed) of the output gear 64.

Table 1 shows the relationship between the operation of each clutch and brake and the gear status. In the table, the II and OII marks indicate engagement of the clutch or brake.

II II marks indicate their release.

Table 1 In the above configuration, when the brake 44 and the clutch 30 are engaged, the first carrier 38 and the second carrier 42 are fixed and become reaction force elements, and the driving force from the drive shaft 10 is transferred to the torque converter 12. Input shaft 26. Clutch 30. 1st sun gear 46. First pinion gear 56. First ring gear 50. Second sun gear 52. Second pinion gear 58. is transmitted to the output shaft 62 via the second ring gear 60, and is further transmitted to the output gear 64. Intermediate transmission shaft 66, final reduction gear 76
As is clear from Table 1, the first speed is achieved.

Next, the clutch 30 is kept in the engaged state.

When the brake 44 is released and the brake 54 is engaged,
The rotation of the first ring gear 50 and the second sun gear 52 is stopped and becomes a reaction force element, and the driving force is transferred to the first sun gear 46.
1st carrier 38. 2nd carrier 42. Second ring gear 60. The signal is transmitted to the output gear 64 via the output shaft 62, and the second speed is achieved.

Next, when the brake 54 is released and the clutch 28 is engaged while maintaining the engaged state of the clutch 30, the first sun gear 46 and the first carrier 38 rotate integrally, so that the entire first gear device 36 is rotated. rotates as one. Therefore, the second
Since the sun gear 52 and the second carrier 42 rotate integrally, the entire second gear device 40 also rotates integrally, and the third speed in which the input shaft 26 and the output gear 64 rotate at the same speed is achieved.

Furthermore, while the clutch 28 is kept in the engaged state, the clutch 28 is
When the Sochi 30 is released and the brake 54 is engaged, the second sun gear 52 becomes a reaction force element.

The driving force is the first intermediate shaft, the second sun gear 52. Second pinion gear 58. 2nd carrier 42. The rotation of the output gear 64 is transmitted to the output gear 64 via the output shaft 62, and the rotation of the output gear 64 is transmitted to the input shaft 26.
A fourth speed of overdrive is achieved, which is faster than the rotation of the motor.

Next, when the clutch 28 and the brake 54 are disengaged and the clutch 32 and the brake 44 are engaged, the second
Carrier 42 becomes a reaction force element.

The driving force is the second intermediate shaft, the second sun gear 52. Second pinion gear 58. Second ring gear 60. The signal is transmitted to the output gear 64 via the output shaft 62, and a reverse gear stage is achieved.

Next, in the gear transmission shown in FIG. 1, a hydraulic control device and its operation for achieving the gears shown in Table 1 will be described.

The hydraulic control device shown in FIG. 2 includes an oil reservoir 8o, an oil pump filter 82. Pressure oil is discharged from a variable discharge amount type oil pump 86 via an oil passage 84.

The torque is supplied to the torque converter 2 and selectively supplied to the clutches 28, 30, 32 degrees and brakes 44 and 44 of the transmission shown in FIG. These are mainly pressure regulating valves 88, 1-lux converter control valves 90. Pressure reducing valve 9
22 manual valve 94. First hydraulic control valve 96. Second hydraulic control valve 98. Third hydraulic control valve 100. Fourth hydraulic control valve 102.
First switching valve 104. Second switching valve 106. Third switching valve 10
8. Fourth switching valve 110. Fifth switching valve 112. Sixth switching valve 114. and first solenoid valve 116. Second solenoid valve 118. The components include a third solenoid valve 120°, a fourth tilt, and a noid valve 122.

Each element is connected by an oil passage.

Each of the solenoid valves 116, 118, 120° 122 is a three-way valve that has the same structure and operates in response to an electric signal from an electronic control unit 124, which will be described later. body 134, 13
6, 138, 140° Spring 142° 144, 146, 148 is disposed to bias the valve body in one direction, and when the coils 126, 128, 130, 132 are in a non-excited state, the valve body is biased in one direction. 134,136°138.1
Oil passages 162, 164, 166.1 that communicate with the oil passage 160 by closing the orifices 152, 154° 156.158 disposed in the oil passage that communicates with the discharge bow 1-150.
68 and oil passages 178, 180, 182, 184 in which orifices 170, 172, 174, 176 are disposed, respectively, are communicated with each other, and when each coil is energized, each valve body communicates with each of the oil passages 162, 164, 166, . The orifices 186, 188, 190° 192 disposed in 168 are closed to open the oil passages 178, 180, 182° 184 and the discharge bow 1-
It is configured to communicate with each oil passage that communicates with 150.

The electronic control device 124 outputs a continuous current to each solenoid valve 116, 118, 120° 122 according to the operating state of the vehicle to control the duty of the oil pressure in the oil passages 178, 1.80° 182, 184. Its main input elements include an input shaft rotational speed sensor 76, a vehicle speed sensor 782, a valve opening sensor 194 that detects the throttle valve opening of Enon (not shown), and an oil temperature sensor 196 that detects the lubricating oil temperature.
゜Select position sensor 198 for detecting the selection of the position of the windshield installed in the vehicle interior. It is composed of signals from an auxiliary switch 200 and the like that change the range of gears to be changed automatically between three forward speeds and four forward speeds.

The pressure oil discharged from the oil pot 86 to the oil passage 202 is regulated to a predetermined pressure by a pressure regulating valve 88.

Torque converter control valve 90. Pressure reducing valve 92 and manual valve 9
41ζ is guided.

The manual valve 94 is L, 2. It has a spool 204 that can be selected from six positions: D, N, R, and P. When the L and 2° positions are selected, the oil passage 202 is connected to the oil passage 206, and the first solenoid valve 116. 2nd solenoid valve 118p 3rd
Solenoid valve 120°, fourth solenoid valve 122 ON,
The gear transmission is made to appropriately achieve the forward operating state of 1st speed to 4th speed according to the OFF combination, and when the N position is selected, the oil passage 208 and the oil passage 202 communicate with the oil passage 206 and the clutch 32. The rads 210 and 212 of the spool 204 block communication with the spool 204, and the oil passages 206 and 208 are communicated with oil drain ports formed at both ends to achieve a neutral state. When the R position is selected, the oil passage 202 Oil road 208
When the two positions shown in FIG.
Since the land 210 of No. 04 closes the oil passage 202, the gear transmission is placed in a substantially neutral state.

The pressure regulating valve 88 has a spool 220 having pressure receiving surfaces 214, 216, 218 and a spring 222, and has a second speed,
When the third or fourth gear is achieved, the oil pressure from the oil passage 202 acts on the pressure receiving surface 214 via the oil passage 226, increasing the oil pressure of the oil 202 to a predetermined value (hereinafter referred to as the first When the pressure is regulated to the line pressure (referred to as the line pressure of They act to regulate the oil pressure in the oil passage 202 to a predetermined value (referred to as a second line pressure) higher than the first line pressure, and when the reverse gear is achieved, the pressure receiving surface 214 ．．
．． 216, 218 and oil passages 202, 224. The oil pressure in the oil passages 226 communicating with the oil passage 208 acts to adjust the oil pressure in the oil passage 202 to a predetermined value (referred to as a third line pressure) higher than the second line pressure. .

The torque converter control valve 90 has a spool 228 and a spring 230, and has an oil passage 2 whose pressure is regulated by the pressure regulating valve 88.
02 oil pressure to the oil passage 232. The pressure is applied to the right end pressure receiving surface of the spool 228 through the oil passage 234 and the oil passage 236, and the pressure is regulated to a predetermined pressure by balance with the biasing force of the spring 230, and the pressure is supplied to the 1-lux converter 12 via the oil 234. It is. Note that the oil discharged from the torque converter 12 is supplied to each lubricating part of the transmission via an oil cooler 238. .

The pressure reducing valve 92 has a spool 240 and a spring 242, and a pressure receiving surface 244 formed opposite to the spool 240.
, 246 and the biasing force of the spring 242.

Hydraulic control valves 96 and 98', which will be described later, reduce and adjust the oil pressure from the oil passage 202 to a predetermined adjusted oil pressure lower than the first line pressure and are provided via the oil passage 160.

100.102 This is supplied to the left side pressure receiving part of each spool, and the same adjustment oil pressure is supplied to the solenoid valve 116.11.
The pressure is further adjusted depending on the operating state of the hydraulic control valves 8, 120, and 122, and is supplied to the right pressure receiving surface of each spool of the hydraulic control valve.

The first hydraulic control valve 96 is connected to the spool 248 and the spring 2.
50, which increases or decreases in accordance with the decrease or increase in the duty ratio of the first solenoid valve 116, and which acts on the right pressure receiving surface 252 of the spool 248 through the oil passage 178, and The resultant force of the biasing force to the left in the drawing by the spring 250, the resultant force of the hydraulic pressure to the right in the drawing due to the area difference between the pressure receiving surface 253 and the pressure receiving surface 255 of the rad 254, and the area difference between the pressure receiving surface 256 and the pressure receiving surface 257. The oil pressure supplied from the oil $206 to the oil passage 260 can be controlled to a desired value according to the above-mentioned duty rate. Further, the first solenoid valve 116 is continuously energized.

That is, when the duty rate is 100%, the control oil pressure acting on the pressure receiving surface 252 becomes 0, the spool 248 is displaced to the right in the drawing, the land 254 closes the bow 1.258, and the oil passage 260 communicates with the oil drain port. When the duty rate is 0% (continuously de-energized), the adjusted hydraulic pressure acts on the pressure receiving surface 252 and the spool 248 is displaced to the left in the drawing. Shibo 1-2
58 is opened, the oil pressure in the oil passage 206 is guided to the oil passage 260 without being reduced in pressure.

Second hydraulic control valve 98. The third hydraulic control valve 100 and the fourth hydraulic control valve 102 have exactly the same configuration as the first hydraulic control valve 96, and have spools 262, 264,
266 and springs 268, 270, 272, and the second solenoid valve 118. Third solenoid valve 120. Depending on the ON/OFF status and duty rate of the fourth solenoid valve 122, communication between the oil passage 206 and the oil passages 274, 276, 278 is disconnected or connected, and the oil pressure in the oil passages 274, 276, 278 is set to a desired value. It is something that can be controlled.

Each of the switching valves 104 to 114 is connected to each related clutch,
The electronic control device 124 prevents the brake from malfunctioning and prevents the gear transmission from locking up.
The first switching valve 104 is provided to enable each of the reverse, neutral, and third forward speeds to be achieved by switching the manual valve 94 in the event of a failure. , 282 are formed on the spool 284 . A spring 286 that presses the spool 284 to the right in the drawing. The spool 284 has hydraulic chambers 283 and 285 formed at both ends, and the right-end hydraulic chamber 2
83 has a configuration in which line pressure is constantly guided through the oil passage 344 while the engine is operating, that is, while the oil pump 186 is operating, and hydraulic pressure is guided to the left end hydraulic chamber 285 when the clutch 30 needs to be reliably released. It has
The resultant force in the right direction in the drawing due to the hydraulic pressure to the left end hydraulic chamber 285 and the biasing force of the spring 286 overcomes the leftward hydraulic pressure due to the line pressure led to the right end pressure receiving chamber 283, displacing the spool 284 to the right in the drawing. Oil for $260
Communication between the oil passage 288 and the oil passage 288 is cut off by the land 280, and the oil passage 288 is communicated with the discharge port (EX).

The clutch 30 can be reliably released and its malfunction can be prevented. In addition, when the hydraulic pressure is not guided to the left end hydraulic chamber, the hydraulic pressure in the right end hydraulic chamber is
Since the spool 284 is displaced to the left end position by overcoming the biasing force of 86, the oil passage 260 and the oil passage 288 are brought into communication, and the clutch 30 can be engaged.

Among the other switching valves, the second one. Fifth. Sixth switching valve 106.1
12, 114 are spools 294°332.34., which are constructed similarly to the first switching valve, and are formed with two lands each having the same pressure receiving area. o, a spring 296 that presses the same spool 294, 332° 340
, 334° 342, hydraulic chamber 29 to which line pressure is constantly introduced
3°331.339 and a hydraulic chamber 295.333.341 to which hydraulic pressure is selectively supplied and discharged.
When oil pressure is not supplied to #5, 333, 341, the oil drain port is closed by each land 292, 330, 336, and oil passage 298 and 300° oil #326, 314. Oil road 2
78 and 358, respectively, and hydraulic chambers 295, 333
, 341, each land 290, 328
338, the oil passages 298, 326, and 278 are shut off, and the oil passages 300, 314, and 358 are communicated with the oil drain port.

The third switching valve 108 has a land 3 having the same pressure receiving area.
02, 304, 306 are formed on the spool 308. A spring 310 presses the spool 308 to the right in the figure.
．． It is equipped with a hydraulic chamber 307 to which line pressure is constantly introduced and a hydraulic chamber 309 to which hydraulic pressure is selectively supplied.
When oil pressure is not supplied to 09, the oil drain port (EX)
The fourth switching valve 11 (to be described later) closes the oil 4316 between the lands 302 and 304 and is connected to the brake 54.
When hydraulic pressure is supplied to the hydraulic chamber 309, the oil passage 312 is communicated with the oil drain port (EX), and the oil passage 316 is connected to the hydraulic chamber 28 of the second switching valve 104.
5 and is configured to communicate with an oil passage 314 connected to the fifth switching valve 112.

The fourth switching valve 110 has land 3 having the same pressure receiving area.
18, 320 are formed on the spool 322, the spring 324. A third switching valve 1 including a hydraulic chamber 319 to which line pressure is supplied and a hydraulic chamber 321 to which hydraulic pressure is selectively supplied and discharged.
It has substantially the same configuration as each switching valve other than 08, and when oil pressure is not supplied to the oil pressure chamber 321, the oil passage 276 to which oil pressure from the third oil pressure control valve 100 is guided is connected to the ball valve 370 and the oil passage 372. The oil passage 368 connected to the hydraulic chamber 341 of the sixth switching valve 114 and the oil passage 312 are connected to the land 32 through
0, the oil passage 312° 368 is closed and the oil passage 2 is closed.
76 is configured to communicate with the oil 326 connected to the fifth switching valve 112.

In addition, the first to fourth solenoid valves 116, 118° 120
．． The relationship between the combinations of ON (energized) and OFF (de-energized) of 122 and the gear position is as shown in Table 2.

Table 2 Next, the operation of the above hydraulic control device will be explained. When the driver of the vehicle sets a conventionally known selector lever (not shown) provided in the passenger compartment of the vehicle to the P or N position, a manual valve 94 mechanically or electrically connected to the selector lever is activated.
is set to the P or N position and the engine is started, the oil pressure in the oil passage 202 generated by the oil pump 86 and controlled to a predetermined value by the pressure regulating valve 88 is changed to the oil passage 232.1-
Luk converter control valve 90. The oil is supplied to the torque converter 12 via the oil 234, and the pressure is regulated to the adjusted oil pressure by the pressure reducing valve 92 to the oil passage 160, and further via the oil passage 344 to the fourth
Hydraulic chamber 319 of switching valve 110 Hydraulic chamber 339 of sixth switching valve 114. Hydraulic chamber 293 of second switching valve 106. Hydraulic chamber 307 of third switching valve 108. Hydraulic chamber 2 of first switching valve 104
83. and the hydraulic chamber 331 of the fifth switching valve 112. Therefore, the fourth and sixth switching valves 110°114
The spools 322 and 340 are to the right in the drawing.

Further, the other switching valves are displaced to the left in the drawing.

Here, when the driver operates the selector lever to select the D position, the second manual valve 94 is set to the D position, and the oil pressure in the oil passage 202 is guided to the oil passage 206 via the manual valve 94. , the second solenoid valve 1 from the electronic control device 124
18 and the third solenoid valve 120, immediately demagnetizes the fourth solenoid valve 122, and operates the first solenoid valve 116 at a predetermined duty rate, and then gradually decreases the duty rate and finally demagnetizes the signal. Output.

Energized valve body 13 of the solenoid valve 118, 120
6,138 is the orifice 1 which is displaced upward in the drawing.
88, 190, the hydraulic pressure in the oil passages 180, 182 flows through the orifice 172, 174, orifice 154,
156 from the exhaust port 1-150. Therefore, the adjusting hydraulic pressure from the oil passage 160 acting on the pressure receiving surface on the left side of the lands 346, 348 formed on the spools 262, 264 of the second and third hydraulic control valves 98, 100 overcomes the biasing force of the springs 268, 270. hand.

When the spools 262, 264 are displaced to the right in the drawing, the oil passages 274 and 276 are disconnected from the oil passage 206, and the discharge port 1-269 is opened.

Connects to 271. Demagnetized fourth solenoid valve 122
Since the valve body 140 closes the orifice 158, the oil passage 1
Adjusted oil pressure from 60 to FR1J1 without being reduced.
84 on the right side pressure receiving surface of the spool 266, the spool 266 is held at the left end position in the drawing, and the communication state between the oil passage 206 and the oil FR11278 is maintained as in the oil passage 350.84. Ball valve 352. Held via oil $354. The oil pressure in the oil passage 278 is controlled by the sixth switching valve 114. Brush through oil@358.
- It is supplied to a hydraulic chamber (not shown) for operating the key 44.

Activate the brake 44. Further, the hydraulic pressure guided to the oil passage 358 is transmitted to the oil passage 360. Ball valve 362° oil path 364
is supplied to the hydraulic chamber 295 of the second switching valve 106 to displace the spool 294 to the right in FIG.
is blocked by the land 290 and the oil passage 300 is communicated with the oil drain port, so that the clutch 28 is reliably held in disengagement. The oil pressure in the oil passage 358 further acts on the pressure receiving surface 216 of the pressure regulating valve 88 via the oil passage 224, and
The hydraulic pressure is adjusted so that it becomes the second line pressure.

On the other hand, since the first solenoid valve 116 is first operated at a predetermined duty rate, the resultant force of the hydraulic pressure acting on the right pressure receiving surface of the spool 248 and the biasing force of the spring 250 is determined according to the duty rate. The spool 248 balances the hydraulic pressure acting on each pressure receiving surface of the spool 248.
A hydraulic pressure having a magnitude corresponding to the position of the first switching valve 104. Clutch 3 via oil passage 288
0, the clutch 30 is engaged with an engagement force corresponding to the magnitude of the hydraulic pressure, and the other part is supplied to the hydraulic chamber 333 of the fifth switching valve 112 via the oil passage 356. and,
When the duty rate begins to gradually decrease, the oil passage 26
Since the oil pressure at 0 starts to rise, the engagement force of the clutch 30 increases.

The pressure in the hydraulic chamber 333 of the fifth switching valve 112 also increases, and when the hydraulic pressure acting on the pressure receiving surface on the left side of the land 328 and the biasing force of the spring 334 exceed the hydraulic pressure acting on the pressure receiving surface on the right side of the land 330, the spool 332 is displaced to the right end position in the drawing, and the oil FRG 314 is communicated with the discharge port 1-335.
The spool 284 of the first switching valve 104 is reliably displaced to the left so that the oil passage 288 does not communicate with the discharge port 1-287-\. When the duty rate is 0%, that is, the first solenoid valve 116 is demagnetized, the oil passage 260. The oil pressure in the oil passage 288 becomes the second line pressure, and the clutch 30
is engaged with an engagement force corresponding to the second line pressure, and the first gear is achieved.

When the first gear position, in which a relatively large torque is transmitted, is achieved, the second line pressure is supplied to operate the clutch 30 and brake 44.
The engagement force of the brake 44 and clutch 30 is strengthened, and relatively large torque can be transmitted.

next,]? When the Y car starts running and the electronic control unit 124 determines that it is necessary to shift up to the second gear based on the throttle opening signal, vehicle speed, etc.

The electronic control unit 124 maintains the first solenoid valve 116 in a demagnetized state and the second solenoid valve 118 in an energized state, and sets the third solenoid valve 120 to a duty rate of 100%.

That is, the duty rate is gradually reduced from a completely excited state to 0%, and the fourth solenoid valve 12 is
2 is the duty rate θ%, that is, a signal is output that gradually increases the duty rate from a completely demagnetized state and finally reaches 100%.

Since the first solenoid valve 116 is held in a de-energized state, the clutch 30 is also held in an engaged state.

Further, since the second solenoid valve 118 is maintained in an excited state, communication between the oil passage 206 and the oil passage 276 is maintained in a disconnected state.

4th solenoid valve 122 duty rate 0% (demagnetization)
Since the duty rate is controlled to increase from the state shown in FIG.
6 is gradually displaced toward the right in the drawing. Therefore,
The oil passage 278 communicates with the discharge boat 273, and the oil passage 278
As the oil pressure in the oil passage 358 starts to gradually decrease, the oil pressure in the oil passage 358 communicating with the oil passage 278 via the sixth switching valve 114 also decreases, and the engagement force of the brake 44 starts to decrease. Also,
Since the oil pressure in the oil passage 224 communicating with the oil passage 358 also decreases, the oil pressure acting on the pressure-receiving surface 216 of the pressure regulating valve 88 decreases, and the spool 220 is balanced at a position where the oil pressure in the oil passage 202 is reduced. Then, as the duty rate further increases by Z, the hydraulic pressure in the oil $278,358 further decreases, the engagement force of the brake 44 further decreases and is finally released, and the pressure in the oil passage 202 decreases. The line pressure also decreases and finally converges to the first line pressure (duty rate 100%).

Since the duty rate of the third solenoid valve 120 is gradually decreased from the state where it is excited at a duty rate of 100%, the oil passage 276 that was communicating with the discharge port 1-271 is gradually communicated with the oil passage 206. As a result, the oil pressure in the oil passage 276 also gradually increases and is guided to the fourth switching valve 110, and a portion of the oil pressure in the oil passage 312, the third switching valve 108. A portion of the hydraulic pressure guided to the oil passage 312 is guided to the brake 54 through the oil passage 316 to gradually operate the brake 54 in the engaging direction, and a portion of the oil pressure introduced to the oil passage 312 is transferred to the oil passage 360. Ball valve 362, oil path 364
It is guided to the hydraulic chamber 295 of the second switching valve 106 via.

In addition, another part of the hydraulic pressure led to the fourth switching valve 110 is transferred to the hydraulic 368° ball valve 370. It is guided to the hydraulic chamber 391 of the sixth switching valve 114 via the oil passage 372. and,
When the duty rate further decreases and the oil pressure in the oil passage 276 further increases, the engagement force of the brake 54 further increases, and the hydraulic chamber 295 of the first switching valve 106 and the hydraulic chamber 391 of the sixth switching valve 114 increase. When the oil pressure increases and the combined force of the oil pressure and the biasing force of the spring 296 or 342 raises the oil pressure in the oil pressure chamber 293 or 339 to the upper end, the spool 294 moves to the right in FIG. 2, and the spool 340 moves to the left. The oil passage 300 is displaced and communicates the oil passage 300 with the discharge port 1-297, and the oil passage 358 with the discharge port 1-343.
Discharge the residual pressure inside ゜358.

Furthermore, the duty rate of the third solenoid valve 120 is 0%.
(Demagnetization), the brake 54 is engaged with an engagement force corresponding to the line pressure.

Next, the vehicle speed increases further and the electronic control unit 124
When it is determined that a gear shift from 3rd gear to 3rd gear is necessary, the electronic control unit 124 shifts from the 1st shift to the 3rd gear.
is held in a demagnetized state and the fourth solenoid valve 122 is held in an energized state, and the third solenoid valve 1.20 is held in a demagnetized state and the third solenoid valve 1.20 is Gradually increase the duty rate from 0% (demagnetized state) and finally reach 100% (excited state),
Also, in the same way as the third solenoid valve 120 during the shift from the first gear to the second gear, the duty rate of the second solenoid valve 118 is gradually decreased from 100% until it finally reaches zero. Outputs a signal that is %.

Since the first trenoid valve 116 is maintained in a demagnetized state, the communication state between the oil passage 206 and the oil 28'8 is maintained by the first hydraulic control valve 96. Oil road 260. is maintained via the first switching valve 104, and the clutch 30 is maintained in an engaged state. Also,
Since the fourth solenoid valve 122 is kept in an excited state,
The oil passage 278 and the discharge boat 273 are maintained in communication, and the brake 44 is not operated.

In addition, the duty rate of the third valve, the noid' valve 120, is 0%.
Since the third hydraulic control valve 100 is operated at a duty rate that gradually increases from , the spool 264 of the third hydraulic control valve 100 gradually comes to balance on the right side of the drawing, and the hydraulic pressure in the oil passage 276 begins to be discharged from the discharge passage 271 .

Therefore, the fourth switching valve 110. Oil road 32
6. Fifth switching valve 112. Oil road 314. Third switching valve 108
．． As the engagement force of the brake 54, which is communicated through the oil 931.6, gradually weakens, the hydraulic chamber 29 of the second switching valve 106
The oil pressure inside 5 also decreases, the spool 294 is displaced to the left, and the oil passage 298 and the oil passage 300 are brought into communication. and,
As the duty rate approaches 100%, the oil passage 276
As the hydraulic pressure within the brake 54 further decreases, the engagement force of the brake 54 further weakens, and finally the brake 54 becomes released. here.

The brake 54 is connected to the oil passage 316 and the third switching valve 108. Oil road 31
4. Since it is communicated with the discharge boat 335 via the second switching valve 112, malfunction of the brake 54 is prevented.

On the other hand, the signal to the second solenoid valve 118 starts to gradually decrease from the duty rate of 100%.

The spool 262 gradually comes to balance on the left side of the drawing, and the oil $274 begins to communicate with the oil passage 206.
74 gradually rises, and the hydraulic pressure chamber 321.74 of the fourth switching valve 110 increases. Hydraulic chamber 341 of the sixth switching valve 114. It is guided to the hydraulic chamber 3.9 of the third switching valve 108 and also to the clutch 28 via the second switching valve 1.06, thereby operating the clutch 28 in the engaging direction. When the duty rate further decreases, the spool 322 of the fourth switching valve 110 and the spool 340 of the sixth switching valve 114 are displaced to the left in the drawing, and the spool 308 of the third switching valve 108 is displaced to the right in the drawing, The oil passage 276 and the oil passage 326, the oil passage 358 and the discharge bow 1-343 (to prevent malfunction of the brake 44), the oil passage 314 and the oil passage 316, and the oil passage 312 and the discharge bow 1-311 are communicated with each other. In addition, clutch 2
The engagement force of 8 is increased. Then, when the duty rate becomes 0%, the clutch is engaged with an engagement force corresponding to the first line pressure, and the third gear is achieved.

Further, when the vehicle speed increases and the electronic control bag M124 determines that the gear should be shifted from the third gear to the fourth gear, the electronic control unit 124 controls the second solenoid valve 11.
8 in a demagnetized state and the fourth solenoid valve 122 in an energized state, the duty rate of the first solenoid valve 116 is gradually increased from 0% to finally 100%, and the duty rate of the third solenoid valve 120 is gradually increased from 0% to 100%. A signal is output that gradually decreases the duty rate from 100% and finally reaches 0%.

Since the second solenoid valve 118 is maintained in a demagnetized state, the communication state between the oil passage 206 and the oil passage 274 is maintained, and the first
line pressure is supplied to the hydraulic chamber 309. of the third switching valve 108 via the oil passage 372. Hydraulic chamber 321 of the fourth switching valve 110. Oil road 3
74, 372 to the hydraulic chamber 341 of the sixth switching valve 114.
The spool 308 of the third switching valve 108 is held to the right in the drawing, the spool 322 of the fourth switching valve 110 is held to the left in the drawing, and the spool 340 of the sixth switching valve 114 is held to the left in the drawing. The oil pressure in the oil passage 274 is controlled by the oil passage 298. Second switching valve 106. Since the oil is also guided to the clutch 28 via the oil passage 300, the clutch 2
8 is held in engagement.

Further, the fourth solenoid valve 122 is maintained in a demagnetized state, and the oil passage 278 continues to communicate with the discharge bow 1-273 as in the case when the third gear is achieved.

No oil pressure is generated in the oil passage 178, and the brake 44
The oil passage 358 communicating with the discharge bow 1 of the sixth switching valve 114
-343, so there is no possibility that the brake 44 would malfunction.

Since the signal that operates the first solenoid valve 116 is controlled so that the duty rate gradually increases from 0%, the oil pressure in the oil passage 178 gradually decreases and the main pool 248 of the first oil pressure control valve 96 increases. Balanced on the right side of the drawing, the oil passage 260 begins to communicate with the discharge bow 1-251 of the control valve 96.

Therefore, the oil pressure in the oil passage 260 gradually decreases, and the oil pressure in the oil passage 260 gradually decreases.
60, a first switching valve 104. The engagement force of the clutch 30 communicated via the oil passage 288 gradually decreases, and the oil pressure in the hydraulic chamber 333 of the fifth switching valve 112, which communicates with the oil passage 260 via the oil passage 356, also decreases. When the duty rate increases and the oil pressure in the oil passage 260 further decreases, the engagement force of the clutch 30 further weakens and the oil pressure in the oil pressure chamber 333 decreases, causing the Subu/L3 B 2 to be displaced to the left in the drawing. The oil passage 326 and the oil passage 314 are brought into communication. When the duty rate becomes 100%, the pressure in the oil passage 260 becomes Okg/c/, and the clutch 30 is released.

On the other hand, since the signal that operates the third pressure control valve 120 is controlled to gradually decrease from the duty rate of 100%, the hydraulic pressure in the oil passage 182 increases and the third pressure control valve 120
The spool 264 of No. 0 is balanced on the left side of the drawing, and the oil passage 276 is disconnected from the discharge port 271 and starts communicating with the oil passage 206. Therefore, the oil pressure in the oil passage 276 is controlled by the fourth switching valve 110. Oil road 326. Fifth switching valve 112
゜Oil road 314. Third switching valve 108. The hydraulic pressure is guided to the brake 54 through the oil passage 316, causing the brake 54 to act in the engaging direction, and the hydraulic pressure is also guided to the hydraulic chamber 285 of the first switching valve 104.

When the duty rate further decreases, the oil pressure in the oil passage 276 increases, so the engagement force of the brake 54 also increases, and the resultant force of the oil pressure in the oil pressure chamber 285 and the biasing force of the spring 286 increases When the hydraulic pressure in the chamber 283 is raised to the upper end, the spool 284 is displaced to the right in the drawing, and the oil passage 28
8 and the discharge port 287 communicate with each other to prevent the clutch 30 from malfunctioning. When the duty rate becomes 0%, the pressure in the oil passage 274 becomes the first line pressure, and the brake 54 is engaged with an engagement force corresponding to the line pressure, thereby achieving the fourth gear.

The upshift operation from the 1st gear to the 4th gear has been described above, but the downshift operation from the 4th gear to the 1st gear is simply the upshift 1. -, because it just needs to be done in the exact opposite way,
The explanation will be omitted.

Further, when the selector 1 collar is set to the 2 or L position, the electronic control unit 124 commands to change the gear between the first gear and the second gear, or Only the gear change control is performed to fix the gear position, and the hydraulic circuit is exactly the same as when the set lever is set to the D position, so a description thereof will be omitted.

Next, when the driver of the vehicle operates the selector lever to select the R position and the manual valve 94 is set to the R position, the oil passage 20
2 is in communication with the oil passage 208 and the oil passage 206
communication with is severed. Also.

Electronic control unit 124 outputs a signal to de-energize all solenoid valves. The hydraulic pressure led to the oil passage 208 is supplied to a hydraulic chamber (not shown) for operating the clutch 32, and brings the clutch 32 into an engaged state.
The pressure receiving surface 218 is guided to the pressure regulating valve 88 via the oil passage 226.
The oil passage 376, the ball valve 352, the oil passage 354, the fourth oil pressure control valve 102, the oil passage 278, and the sixth switching valve 114,
4 respectively.

The hydraulic pressure led to the oil passage 358 is supplied to a hydraulic chamber (not shown) for operating the brake 44.
4 is activated, and the hydraulic pressure led to the oil passage 360 is passed through the ball valve 362. The oil is guided to the hydraulic chamber 295 of the second switching valve 106 through the oil passage 360, and the spool 294 is displaced to the right in the drawing, and the land 290 closes the oil 298 and communicates the oil passage 300 with the discharge bow 1-297. This prevents the locking clutch 28 from malfunctioning. Further, the hydraulic pressure guided to the oil passage 224 is supplied to the pressure regulating valve 88 and acts on the pressure receiving surface 216. Therefore, the hydraulic pressure in the oil passage 202 is increased to the third line pressure by the hydraulic pressure acting on the pressure receiving surfaces 216 and 218, and the brake 44 and the clutch 32 are relatively strongly engaged, so that a relatively large torque is transmitted. Sufficient torque capacity of the brake and clutch can be ensured when the reverse gear is achieved.

Next, if a failure occurs in the electronic control unit 124, the control unit 124 detects the failure and turns off all signals output to each solenoid valve, and moves the spool valves of each hydraulic control valve to the leftmost position in the drawing. Displace it to. Therefore, the two manual valves 94 are at least at the position (
D.2. If the temperature is set to T and the oil passage 202 is in communication with the oil passage 206, the line pressure is guided to each hydraulic control valve via the oil passage 206, and from the first hydraulic control valve 96 to the oil passage 260. The hydraulic pressure is guided to the left end hydraulic chamber of the fifth switching valve 112, displacing the spool 332 to the right in the drawing, cutting off the communication between the oil passage 326 and the oil 118314, and at the same time displacing the spool 332 to the right in the drawing.
04. The oil is guided to the clutch 30 through the oil passage 228, and the clutch 30 is brought into engagement.

The hydraulic pressure guided to the second hydraulic control valve 98 is transmitted through an oil passage 274 to an oil passage 372. It is guided to the left end hydraulic chamber of the third switching valve 108 and displaces the spool 308 to the right in the drawing.
Oil F! 8298. Second switching valve 106. The oil is guided to the clutch 28 via the oil passage 300 to engage the clutch 28, and is also introduced to the right end hydraulic chamber of the fourth switching valve 110 to displace the spool 322 to the left in the drawing, thereby causing the oil passage 276 and the oil passage 32 to
6, and furthermore, an oil passage 374. ball p370
．． The oil passage 27 is guided to the right end hydraulic chamber of the sixth switching valve 114 through the oil passage 372 and displaces the spool 340 to the left in the drawing.
8 and the oil passage 358 are cut off. Further, the hydraulic pressure guided from the third hydraulic control valve 100 to the oil passage 276 is transferred to the fourth switching valve 110. The oil is guided to the fifth switching valve 112 via the oil passage 326.

However, since communication between the oil passage 326 and the oil passage 314 is blocked by the land 328 of the fifth switching valve 112, the oil pressure in the oil passage 326 is not guided to the oil passage 314. The hydraulic pressure led to oil $278 from the fourth hydraulic control well 102 is led to the sixth switching valve 114.

However, since communication between the oil passage 278 and the oil passage 358 is blocked by the land 338, the brake 44 does not operate.

Therefore, the electronic control unit 124 is out of order and the manual valve 9
When the gear position is set to 4, 2, or L, the clutch 28 and the clutch 30 are engaged, so that the third gear is achieved and the vehicle becomes unable to run at all. do not have.

On the other hand, the electronic control device 124 is out of order, and the manual valve 94
When is set to the R position, as is clear from Table 2, the operation is exactly the same as achieving the reverse gear, and the clutch 32 and brake 44 are activated, so the electronic control device 124 is out of order, a reverse gear can also be achieved.

Up to now, for the sake of simplicity, it has been described that the first to fourth solenoid valves 116 to 122 are simply duty-controlled to gradually supply or discharge hydraulic pressure during gear shifting, but the following description will be made below.

A hydraulic control method aimed at reducing shift shock will be explained from the second gear to the third gear when the power is turned on.
This will be explained based on FIGS.

Note that FIGS. 3(a), (b), and (c) show the hydraulic pressure P1 supplied to the engaging element to be released and the engaging element to be engaged.
and P2. Figures 4(a) and 4(b) show flowchart 1 for controlling the above-mentioned oil pressures Pi and P2.

FIG. 5 (11, (b)) shows the relationship between the correction coefficients A and B in FIG. 4 (al) and the correction oil pressure, respectively.

When the second gear is achieved, the second and fourth
Socket/maid valves 11.8 and 122 are ON.

When the first and third solenoid valves 116 and 120 are in the OFF state, the clutch 30 and brake 50 are set to the first line pressure (
(hereinafter referred to as PI). Here, if the electronic control unit 124 determines that an upshift to the third gear is required based on the accelerator opening degree, vehicle speed, etc.
A shift start command signal is issued from the control device 124.

Brake 5 released upon achieving third gear
4. The control signals for controlling the oil pressures Pi and P2 to the clutch 28 to be engaged (the touch 30 is maintained in the engaged state) are determined according to the flowcharts shown in FIGS. 4(a) and (bl) described below. Third solenoid F valve 120. based on Char 1.
It is output to the second solenoid valve 118.

First, the control of the oil pressure P1 supplied to the engagement element on the releasing side will be explained based on FIG. 4(, ).

When a shift start command signal is issued from the electronic control unit 124, a program for controlling the oil pressure P1 is started (step (1, 1), and the second intermediate shaft 4 is controlled by the brake L-key 54.
8, which is fixed to the transmission casing 22 via the second
In order to allow relative rotation of the sun gear 52 with respect to the casing 22, a step (2) of setting a predetermined initial oil pressure that is relatively lower than the first line pressure PI is executed;
Step (3) of setting the release side hydraulic pressure P1 to the hydraulic pressure Pa, and the third solenoid valve 1 at a duty rate corresponding to the hydraulic pressure P1.
P] command step (4) for energizing 20 is executed.

(Figure 3 ■ area). Next, in step (5), the rotational speed Ni of the input shaft 26 caused by the relative rotation of the second sun gear 52 with respect to the transmission casing 22 and the output gear rotational speed No (corresponding to the vehicle speed) are detected, and in step (6) )
2 shaft rotational speed Ni and output tooth Jff rotational speed No.
and the second speed gear ratio 12.

The difference ΔN1 from ×12 is calculated. Then, the input shaft rotation speed N1 is set to a preset rotation speed (20 in this example) than the product of the output gear rotation speed No. and the gear ratio 12.
to make it higher by [rp+nl).

Step (7) of calculating the difference △Nv between the same rotational speed and the above △Ni, which is not shown in FIG. That is, a step (8) of determining the magnitude of ΔP1 in proportion to the magnitude of the difference ΔNv, and a step (9) of calculating the rate of change ΔNv of the above-mentioned ΔNv, as shown in FIG. 5(b). ΔNv and slope B
Step 00) is executed to calculate PI' to the hydraulic pressure correction amount determined from the relationship with the straight line. Then step
(11) calculates Pl - △P1 + ∆PI', and if △Nv is positive, the actual measured value is considered to be smaller than the target value and is rejected.
The hydraulic pressure is corrected so that the engagement force of key 54 becomes weaker, and conversely, if it is negative, the engagement force becomes stronger, and the above △Nv
The correction amount ΔP1 is controlled in proportion to the magnitude of Δ
When Nv is positive and ΔNv is positive (the actual measured value is gradually smaller than the target value), the engagement force becomes smaller; conversely, when ΔNv is positive and ΔNv is negative (the actual measured value is gradually smaller than the target value) When ΔNv is negative and ΔNv is positive (when the actual value is gradually approaching the target value), △P1' is controlled so that the engagement force becomes stronger to prevent overshoot. When ΔNv is negative and ΔNv is negative (when the actual measured value is approaching the target value), the engaging force is increased to prevent overshoot. A new Pl is set so that
is required.

It can be replaced with the above Pa. And 2 discrimination steps (
12) Unless the above P1 is determined as O, the above step
(4) to (12) are repeatedly executed.

The third solenoid valve 12 at the duty rate corresponding to P1.
0 is activated. (Region ■ in Figure 3) On the other hand, when the engagement side engagement element (clutch 28) described later starts initial engagement, and as a result, the input shaft rotational speed Nl starts to decrease, the rotational speed Ni is changed to NoX12 +20 [ In an attempt to maintain the rpml, the oil pressure to the brake 54 decreases rapidly and eventually reaches O.

(Region ■ in Figure 3) Then, if Pl-0 is determined in the determination step (12) above, the control of hydraulic pressure 1) ends (
Step (13)).

In addition, in the above-mentioned flowchart 1., step (9).

ΔP1' is calculated based on B and the hydraulic pressure supplied to the brake 54 is corrected.
), 0ω may be omitted.

Furthermore, in step (12) above, P1 was feedback-controlled until P1 became 0.

The hydraulic pressure at the time when the brake 54 is sufficiently released is determined in advance, and when the above-mentioned P1 falls below the predetermined hydraulic pressure, the feedback control is stopped and a command to set Pl to 0 is then output. It's also good.

Next, control of the oil pressure P2 supplied to the engaging element on the engaged side will be explained based on FIG. 4(b).

When the electronic control unit 124 issues a lift start command signal, a program for controlling the oil pressure P2 is started (step (14)), and first, the ineffective stroke (play) f! of the clutch 28 is started. Line pressure or hydraulic pressure close to it is introduced to the clutch 28 in order to move the matching latch 28 to the initial engagement position in as short a time as possible.
A signal to activate the noid valves 1 and 18 Q is output for a predetermined period of time or until the clutch 28 is stroked to a predetermined position just before the initial engagement state (region ■ in FIG. 3).

(not shown in Figure 4), constant 0 in step (15)
2 and ta 4-/set time △t (for example, 50 [m5ec
The addition value ΔP2 of P2 is determined from the product with l). Then, in step (16), the initial oil pressure pb for holding the clutch 28 in the initial engagement state is set, and in step (17) the engaging side oil pressure P2 is set to pb, and the same oil pressure P2 is set.
A P2 command step (18) is executed to operate the second solenoid valve 118 at a duty rate corresponding to . Next, in step (19), the above-mentioned timer is set and backward calculation is started, and in step (20), the input shaft rotational speed N1 and the output gear rotational speed No. are detected, and the 2nd discrimination step (
21), whether or not the difference between the above N1 and the product of the above No. and the second speed gear ratio 12 has become a negative value, that is, the clutch 28
The initial engagement of the disengaging element (in this case,
Ni gradually decreases from a state in which the input shaft rotational speed N1 is controlled to be 201 rpm higher than when the second gear is achieved by the brake 54), and t corresponds to the second gear. : Lower than Ni (it is determined whether the gear shift has started or not), and if not, the determination step (22) is performed to determine whether the remaining time of the timer set in step (19) above has become 0 or 6. If the count is NO, the same step (22) is executed repeatedly until the remaining time reaches 0. Then, when the remaining time of the timer reaches 0,
The sum of P2 determined in step (17) above and ΔP2 determined in step (15) above is set as new P2. That is, in order to bring the clutch 28 into the initial engagement state, the oil pressure to the clutch 28 is increased by △Pt! The step (23) of raising the bar is executed and the process returns to step (18) again. The steps from step (18) to step (23) are repeatedly executed until the start of the shift is detected in step (21). (Figure 3 ■ area).

On the other hand, when it is determined in step (21) that the gear shift has started, in step (24), the target rate of change Ns of the input shaft rotational speed Ni during gear shifting is calculated based on the accelerator opening, the gear position, the vehicle speed, and the input shaft rotational speed. The current input shaft rotation speed Ni is detected in step (25), and the current input shaft rotation speed Ni is set based on various parameters representing the driving state of the vehicle.
), the actual rate of change Ni of Ni is calculated. Then, the target rate of change Ns set in step (24) above
and the actual rate of change step calculated in step (26) above.In step (28), the hydraulic pressure correction amount △P2 is calculated from the product of △Ni and gain γ, and finally commanded in step (18) above. The difference between the oil pressure P2 and the above △P2 is the new P
2. Step (29) is executed. Then, in step (30), the input shaft rotational speed Ni and the output gear rotational speed NO are detected, and in the second determination step (31), the input shaft rotational speed Ni and the output gear rotational speed NO are detected.
Whether the product of o and the third gear ratio is smaller than the above Ni, that is, the third gear has not been achieved yet.

It is determined whether or not the gear is being shifted. If YES, steps (25) to (31) are repeatedly executed until the third gear is achieved (region ■ in Figure 3). When the third gear is achieved, step (32) sets the oil pressure P2 to the first pressure PI, and a signal (de-energized signal) corresponding to the oil pressure P2 set in step (32) is performed. Step (33) of outputting to the second solenoid valve 118 is executed (region (6) in FIG. 3), and control of the oil pressure P2 is completed (step (34)).

In the embodiment described above, the rotation speed of the input shaft 26 was detected as Ni, and the rotation speed of the output gear 640 was detected as No. Idler 70 instead. Even if the rotational speed of the driven gear 68 etc. is detected, substantially the same effect as in the above embodiment can be achieved.

Further, in the above embodiment, the case of shifting from the second gear to the third gear was explained, but it goes without saying that similar control can be applied to other upshifts. .

According to the configuration of this embodiment, when the electronic control unit 124 outputs a shift command signal, the hydraulic pressure P1 to the brake 54, which is the engagement element on the disengagement side, is reduced from the first line pressure PI to the initial hydraulic pressure Pa. Then, the brake 54 is slipped, and the input shaft rotational speed Ni becomes 20 [rp
Feedback control is performed to increase ml, so
The reduction of the input shaft rotational speed Ni (start of gear change) due to the start of engagement of the clutch 28, which is the engagement element on the engagement side, can be smoothly achieved without using a one-way clutch that has been commonly used in the past. .

In addition, in order to make the actual measured value (ΔNv) match the target value (20 [rpml)], we not only matched the error of the actual measured value with respect to the target value (ΔNv), but also changed the rate of change of the same error (ΔNv). Since the hydraulic pressure supplied to the engaging element is corrected in proportion to the amount of correction, the hydraulic pressure does not oscillate depending on the magnitude of the correction amount, thereby preventing noise or divergence.

Also, when the electronic control unit 124 breaks down.

Since all the solenoid valves are configured to be OFF, the third gear, neutral and reverse gears can be achieved, and the vehicle will not become unable to run at all.

Further, according to the hydraulic control device of the second embodiment, the oil passages leading to the engagement elements that are not involved in achieving the gear stage are as follows.

Since the switching valve is configured to communicate with the discharge boat, hydraulic pressure will not be supplied to the above-mentioned engagement elements that are not involved in achieving the gear stage due to failure of the solenoid valve, etc., and the gear transmission will not be locked. This effect is achieved.

In the two embodiments, each hydraulic control valve 96 to 102
．． Each solenoid valve 116-122. Since each of the switching valves 104 to 114 except for the third switching valve 108 is composed of common parts, manufacturing costs can be kept low and incorrect assembly can be prevented.

Furthermore, since the oil pump 86 is of a variable discharge amount type, only the minimum necessary amount of oil can be discharged, which has the effect of reducing the burden on the engine that drives the pop 86.

〔Effect of the invention〕

According to the present invention, when a command signal is issued, the engagement force of the second engagement element that is released is controlled so that the rotational speed of the input shaft matches a target rotational speed that is a predetermined value higher, and effective gear shifting is achieved. When the start is detected, the engaging force of the first engaging element to be engaged is controlled so that the rate of change in the rotational speed of the input shaft matches a predetermined target rate of change. ,
The first and second engagement elements are prevented from being fully engaged at the same time, and the torque transmission path from the second engagement element to the first engagement element is switched using a one-way clutch or the like. It can be achieved smoothly without any trouble.

This has the effect of reducing gear shifting shock.

[Brief explanation of drawings]

Fig. 1 is a power I/lane diagram of an automatic transmission for a vehicle to which an embodiment of the present invention is applied, Fig. 2 is a circuit diagram showing a hydraulic control device of the automatic transmission, and Fig. 3 is a diagram showing the automatic transmission. This shows the change characteristics of the variable elements that change when changing gears of the machine, and (a) in Figure 2 shows the oil pressure. (b) is a graph showing the input shaft rotational speed, (C) is a graph showing the change characteristics of the output torque, and FIG. 4 is a flowchart 1 showing the control during shifting in this embodiment. In the figure, (a) is a flow chart 1 showing the control process of the disengaging side engagement element, (b) is a flow chart 1 showing the control process of the engagement side engagement element, and Fig. 5 shows the correction hydraulic pressure. This is a graph for calculating the error. (a) is the error △Ni between the target rotation speed and the actual rotation speed of the input shaft, the correction coefficient A, and the correction oil pressure △
Graph showing the relationship with P1. (b) is a graph showing the relationship between the rate of change ΔN1 of the error, the correction coefficient A, and the corrected oil pressure ΔP1'. 26 ・Input shaft, 28, 30.32 Clutch. 44.54-Brake, 96,98,100°102
Hydraulic control valve. 104.106,108,110,112°114-switching valve. 116.11.8, 120, 122 Solenoid valve. 124 Electronic control unit (α) Figure 5

Claims (5)

[Claims] (1) An input shaft to which driving force is transmitted, first and second engaging elements that can be selectively engaged, and the above-mentioned an engagement element switching means for engaging one engagement element and releasing a second engagement element; a control means for controlling the engagement force of the engagement element during the shift; and a command signal for starting the shift. and a control device that generates a command signal, the control means includes a detection means for detecting that an effective gear shift has started due to engagement of the first engagement element, and a control device that generates a command signal. a first engaging force control means for controlling the engaging force of the second engaging element so that the rotational speed of the input shaft matches a target rotational speed that is higher by a predetermined value than the rotational speed before the generation of the command signal; , the engagement is started in response to generation of the command signal, and after the detection means detects the start of the effective shift, the rotational speed of the input shaft is controlled so that the rate of change in the rotational speed of the input shaft matches a predetermined target rate of change. A control device for an automatic transmission for a vehicle, comprising a second engagement force control means for controlling the engagement force of one engagement element. (2) The engagement force of the second engagement element is controlled by the first engagement force control means to be proportional to a first value obtained by subtracting the target rotation speed from the actual rotation speed of the input shaft; Automatic transmission for a vehicle according to claim 1, characterized in that when the value of 1 is positive, the engaging force is increased, and when the value is negative, the engaging force is decreased. machine control device (3) The engagement force of the second engagement element is set by the first engagement force control means to a first value obtained by subtracting the target rotation speed from the actual rotation speed of the input shaft, and the actual rotation of the input shaft. The engagement force is increased in proportion to the second value indicating the rate of change of speed, and when the rotational speed of the input shaft deviates in an increasing direction, and when the rotational speed deviates in a decreasing direction, the engagement force is increased. The control device for an automatic transmission for a vehicle according to claim 1, wherein the control device is controlled so as to reduce the resultant force. (4) According to claim 1, wherein the shift from the first gear ratio to the second gear ratio is a shift from a relatively low speed gear ratio to a relatively high speed gear ratio. Control device for the automatic transmission for vehicles described above (5) The vehicle according to claim 1, wherein the shift from the first gear ratio to the second gear ratio is performed while driving force is being transmitted to the input shaft. automatic transmission control device