JPS62275850A - Control device for automatic transmission - Google Patents

Abstract

PURPOSE:To enable the intention of a driver to be reflected by providing an adjusting means for adjusting the engaging speed of a clutch and making the engaging speed of said clutch higher when a travel range is set to a low speed travel range than at the time of automatic gear change range. CONSTITUTION:A selecting means (shift lever) 47 which has an automatic travel range in which traveling using the whole gear change stages of advancing gear change stages is selected, and a low speed travel range in which traveling in a low speed gear change stage is selected, is provided in a transmission having at least a clutch 5 in charge of the first gear or a backward gear change stage and a clutch 6 in charge of relatively high speed gear change stages. And, a cut valve 37 for adjusting the engaging speed of the clutches 5, 6 is provided on a hydraulic circuit connected to clutch actuators 8, 10. And, this cut valve 37 is duty controlled so as to make a clutch engaging speed higher when a low speed travel range is selected than at the time of automatic travel range, by means of a control unit 42.

Description

[Detailed description of the invention] 3 Detailed explanation of the invention (Industrial application field) The present invention relates to a control device for an automatic transmission.

(Prior art) In the case of a so-called compound clutch type automatic transmission that does not have a torque converter/heater, for example, Japanese Patent Application Laid-Open No. 56-9405
As shown in Publication No. 0 or Japanese Patent Application Laid-Open No. 60-139955, it has two manpower shafts arranged coaxially, and each input 1kl+ is transmitted to the engine via a separately provided power transmission clutch. It is connected to the crankshaft as an output shaft, and one human power shaft has, for example, 1
For example, the input shaft of the input shaft is connected to the crankshaft, and the input shaft of the input shaft is connected to the crankshaft. When the speed change gear, that is, the speed change gear of 1st speed or 3rd speed, is in the 1st state, the clutch of the other human power shaft is disconnected, and during this time, the speed change gear of this input shaft - H, that is, the speed change gear of 2nd speed or 4th speed, is in the 1st state. After the meshing of the transmission gears is completed, the clutch of the one input shaft is disengaged and the clutch of the other input shaft is connected at an appropriate time. Theoretically,
The number of input shafts is not limited to two, and may be three or more. In that case, the number of clutches is the same as the number of input shafts, and the speed change gears provided on each input shaft are as follows: It is sufficient that they are not adjacent to each other in the gears.

Similar to the torque converter type automatic transmission, which is the most common type of automatic transmission, such a compound clutch type automatic transmission also includes a manually operated travel range selection means. In other words, this range selection means includes a plurality of forward driving ranges such as D range, 3 range, and 2 range in addition to P (parking), R (reverse), neutral to N, for example. This D range is selected when you wish to drive using all gears (for example, 1st to 4th gears), and the 3rd range is selected when you want to drive using all gears (for example, 1st to 4th gears).
2nd range is selected when you want to drive using 1st and 2nd speeds (for example, when 3rd range is fixed at 3rd speed) In this way, in an automatic transmission, in addition to the D range as an automatic driving range, the automatic transmission has at least one low-speed driving range such as a 3rd range or a 2nd range. It is common that

In addition, in a compound clutch type automatic transmission, in order to eliminate shift shock, when the power transmission path is switched, the clutch that becomes the disconnecting side (the clutch that was previously transmitting power) and the clutch that becomes the connecting side (the clutch that was previously transmitting power) Among the clutches that will transmit power from now on, the connection speed of the connection-side clutch was set in accordance with the accelerator opening degree and the like. The connection speed of this clutch is uniformly set according to the accelerator opening degree, etc. mentioned above, and therefore, regardless of whether the driving range is D, 3, or 2, this connection speed were assumed to have similar values if the accelerator opening degree, etc. were the same.

(Problem to be Solved by the Invention) By the way, the above-mentioned driving range reflects the driver's desire for the driving state of the vehicle, but in the conventional system, the driving range is adjusted according to the difference in the driving range. The only reflection of the driver's will is the difference in the possible gear positions, and there remains a problem to be solved in this respect. That is, in general, when a driver requests a low speed range such as 3rd or 2nd range, he or she requests greater engine braking on a downhill slope, or vigorous driving in a congested city area, for example. This is considered to be the case. However, in this case, even if the driver's intention is reflected to some extent by the difference in the possible gear positions, the speed of the gear change is still not sufficient. That is, for example, when switching from D range to 3rd or 2nd range in order to require large engine braking on a downhill slope, the clutch engagement speed is relatively slow from the viewpoint of shift shock. A shift to a lower gear will not be performed.

Therefore, an object of the present invention is to provide an automatic transmission system that more faithfully reflects the driver's intention by more optimally setting the engagement speed of the clutch that determines the transmission speed according to the difference in the forward driving range. The purpose is to provide a control device for the machine.

(Means and actions for solving the problem) In order to achieve the above-mentioned purpose, in Suekan 11, when the driving range is in the low-speed driving range, the clutch This is to speed up the connection speed. Specifically, in an automatic transmission in which a plurality of clutches for power transmission constitute a plurality of independent power transmission paths for each clutch, and a gear mechanism for speed change is provided in each power transmission path. , as shown in FIG. 1, a connection speed adjusting means for adjusting the clutch connection speed; and an automatic driving system that is manually operated and selects driving using all forward gears. and a low-speed travel range for selecting travel in a low-speed gear, and receiving an output from the travel range selection means and controlling the connection speed adjustment means to select low-speed travel. The vehicle is configured to include connection speed control means for making the clutch connection speed faster when the vehicle is in the range than in the automatic driving range.

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

FIG. 2 is a schematic diagram showing the entire transmission. On the drive shaft lb extending from the crankshaft 1a of the engine 1, there is a first input ji.
Ik2 and the second input shaft 3 are rotatably arranged,
An output shaft 4 is provided parallel to these input shafts 2.3. The first input shaft 2 is connected by the first clutch 5 and the second input shaft 3
are connected to the engine drive shaft 1b by a second clutch 6, respectively.

The first clutch 5 is preferably a dry type clutch with a large torque transmission capacity since the clutch has at least a first speed or a reverse gear stage as will be described later. For control purposes, a first clutch operating lever 7 is provided. Operation lever 7
is actuated by a hydraulic first clutch actuator 8; when fluid pressure is supplied to the clutch actuator 8, the operating lever 7 actuates the first clutch 5 in the connecting direction. The second clutch 6 is desirably a relatively small wet type clutch because it has a relatively high-speed gear stage, and a second clutch operating lever 9 is provided to control the engagement and engagement of the clutch 6. It will be done. The operating lever 9 is actuated by a second hydraulic actuator 10, which actuates the second clutch 6 in the connecting direction when fluid pressure is supplied to the actuator 1o.

On the first input shaft 2, a first speed drive gear 11a and a third drive gear 12a are rotatably arranged, respectively, and these drive gears 11a and 12a are provided in a fixed relationship with the output shaft 4. 1st speed and 3rd speed driven gears 11b
, 12b, respectively. Further, a reverse drive gear 13a is rotatably arranged on the first input shaft 2, and this drive gear 13a is connected to the drive gear 13a via an intermediate gear 13c.
It meshes with the reverse driven gear 13b on the output shaft 4. On the other hand, on the second input shaft 3, a drive gear 14a for the second speed and a drive gear 15a for the fourth speed are rotatably arranged, respectively. 2nd speed driven gear 14b and 4th speed driven gear 15
It meshes with b.

A transmission hub 16 is provided on the first input shaft 2 between the gears 11a and 12a. This hub 16 is connected to the first input shaft 2
The first input shaft 2 rotates integrally with the first input shaft 2, but is arranged so as to be movable in the axial direction. hub 16
At both ends of the gears 11a and 12a, there are meshing teeth 17a and 18a formed in the hub portions of the gears 11a and 12a, respectively.
i17b, 18b are formed, and by moving the hub 16 along the first input shaft 2, the hub 16 is connected to the gear 11.
a, 12a, and the first input shaft 2 can be coupled to one of the gears 11a, 12a. A shift fork 19 is provided to operate the transmission hub 16, and this shift fork 19 is connected to a piston 20a of the first transmission cylinder 2o. Similarly,
A speed change hub 21 having the same configuration as the speed change hub 16 is disposed between the gears 14a and 15a on the second input shaft 3, and the hub 21 is connected to the second speed change cylinder 23 via a shift fork 22. It is actuated by the piston 23a.

A shift hub 24 for the reverse gear 13a is further provided on the first input shaft 2, and this hub 24 is operated by a piston 26a of a third shift cylinder 26 via a shift fork 25. .

An output gear 27 is further provided on the output shaft 4, and this output gear 27 is engaged with an input gear 28a of the operating gear 28. An oil pump 29 is provided at the end of the drive shaft 1b, and the hydraulic oil discharged from the oil pump 29 is
After being regulated to a predetermined pressure through a pressure regulator 30, it is sent to a pressure line 31.

FIG. 3 shows a hydraulic circuit for speed change control.
The ``?IF magnetic valve 32 for speed change is connected to the 1! magnetic valve 33 for second speed change to control the supply of hydraulic pressure to the cylinder 23 for second speed change.
is provided. The first speed change solenoid valve 32 has a valve hole 32
a and a plunger 32b that slides inside the valve hole 32a, and an advancement pressure line 34 near the center of the side of the valve hole 32a.
A boat 32C is formed which is connected to the boat 32c.
On both sides of the piston 20a, there are cylinders 2 on both sides of the piston 20a.
Boats 32d and 32e are formed which communicate with 0, respectively. Plunger 32b connects boat 32c to one of boats 32d or 32e by moving axially. The plunger 32b is pushed in one direction by a spring 32f, and in that position the boat 32C is connected to the boat 32d, and the piston 20a is pushed into the first speed gear 1.
1a is held in a position where it is coupled to the first human power shaft 2. When an exciting current is applied to the solenoid valve 32, the plunger 32b
is moved against spring 32f, connecting boat 32c to boat 32e. In this position, the piston 20a is moved in the opposite direction and the third speed gear 12a is coupled on the first manpower shaft 2. The second speed solenoid valve 33 has the same configuration as the first speed change solenoid valve 32, and corresponding parts are indicated with the same suffixes. When the solenoid valve 33 is not energized, the boat 33c communicates with the boat 33d, and the fourth speed gear 15a is coupled to the second human power shaft 3. When the solenoid valve 33 is energized, the boat 33C communicates with the boat 33e,
A second speed gear 14a is coupled to the second human power shaft 3.

A first control solenoid valve 35 and a second control solenoid valve 36 are provided to control engagement and engagement of the clutch 5.6. The first control solenoid valve 35 has a valve hole 35a and a plunger 3.
5b, and a boat 35C communicating with a cut valve 37 that functions as a pressure regulating valve is formed on the side of the valve hole 35a. This cut valve 37 will be explained in detail later.

Furthermore, a boat 35d is formed in the valve hole 35a, and this boat 35d communicates with one pressure receiving surface 8a side of the first actuator 8 for operating the first clutch through a passage 38. A spring 35e is disposed at one end of the plunger 35b, and the spring 35e pushes the plunger 35b toward the one end, cutting off communication between the boats 35C and 35d. When the solenoid valve 35 is excited, the plunger 35b is activated by the spring 35e.
The boats 35C and 35d are brought into communication.

The second control solenoid valve 36 has the same configuration as the first control solenoid valve 35, and the same parts are indicated with the same suffixes. The boat 36c is connected to the cut valve 37, and the boat 36d is connected to a second valve for operating the second clutch through a passage 38a.
7 is connected to one pressure receiving surface 10a of the cutuator 10.

The cut valve 37 has a valve hole 37a and a plunger 37bt.
- A bow h37c communicating with the pressure line 34& is formed on the side of the valve hole 37a. Furthermore, the valve hole 37
A boat 37d is formed at a, and this bow 37d communicates with the boat 35c of the valve hole 35a of the first control solenoid valve 35 and the boat 36c of the valve hole 36a of the second control solenoid valve 36. A spring 37e is attached to one end of the plunger 37b.
is arranged, and the plunger 37b is pushed by this spring 37e.
is pushed toward the other end, bringing boats 37c and 37d into communication. When the cut valve 37 is energized, the plunger 37b is moved against the spring 37e, and communication between the boats 37c and 37d is cut off.

A reverse pressure line 39 is connected to the third shift cylinder 2 for reverse control, and this line 39 is provided with a check valve 40 with an orifice. This check valve 40 is closed when hydraulic pressure is supplied to the cylinder 26 and hydraulic pressure is conducted through its orifice, but is opened when hydraulic pressure is removed from the cylinder 26. Pressure line 31 from oil pump 29 is connected via shift valve 41 to line 34.39, with shift valve 41 r
When the shift valve 41 is in the rRJ position, the line 31 is connected to the line 39.
It is designed to be connected to. The above shift valve 41
constitutes a driving range selection means, which is manually operated in the embodiment. That is, the shift lever 47 is swingable about the fulcrum 47a,
One end of the shift valve 47 is linked to the shift valve 41, and the other end is used as an operating section.

Reference numeral 42 indicates a control unit configured by, for example, a microcomputer, and this control unit 42 includes:
Each signal from each sensor 43-46 is input. Among the above sensors, sensor 43 detects the position of shift valve 41, sensor 44 detects vehicle speed, sensor 45 detects accelerator opening, and sensor 46 detects engine rotation. It detects numbers. Then, the control unit 42 controls each sensor 43 described above.
Based on the signals from ~46, flowchart 1 to be described later
Control the supply of current to each solenoid of the solenoid valves 32, 33, 35, and 36 and the cut valve 37 according to the procedure shown in .

Here, the connection speed of the first and second clutches 5 and 6 is controlled by duty-controlling the cut valve 37. To explain this point in detail, first: Clutch 5.6
The seven operating actuators 8.10 are each configured to have some hydraulic leakage (e.g. drained via an orifice). Therefore, the cut valve 37
The larger the opening degree per unit time is by controlling the duty of the actuator 8.10, that is, the clutch 5.
, 6 connection speed increases.

Next, the control contents of the control unit 42 will be explained with reference to FIGS. When the gear is in the 2nd position, the shift is made as appropriate between the 1st and 2nd speeds.
Because the drive gears 11a and 13a for speed and third speed are located on the first human power shaft 2, there is no direct speed change between the first and third speeds, and for the same reason, there is no direct speed change between the first and third speeds. Direct gear changes are not performed between the two speeds.

In addition, Q1 to Qs in Fig. 3 and Fig. 7 are valves 32.33.3.
5.36.37 shows the supply current.

Further, each output signal from each of the sensors 43 to 46 is calculated and used as a control value by interrupt processing every predetermined unit time, such as every 5 mm 5 ec, for example.

Based on the above, we will sequentially explain overall control, control during upshifting, control during downshifting, and clutch control. Note that in the following explanation, P indicates a step.

Body control 8I (Fig. 4) In Fig. 4, first, the system is initialized at the PI, but in this initialization, the first . The second clutch 5.6 is both disengaged and the first and second gears are connected in preparation for starting.
The speed gears are respectively meshed (relative to the human power shaft).

Next, in P2, it is determined whether the vehicle is to start (vehicle speed is O), and when it is determined that the vehicle is to start, it is determined in P3 whether or not the shift valve 41 is in the 8th position. This P3
If it is determined that the gear is not in the 8th position, the first and second gears are engaged in P4 (the same applies below the one integrated with the input shaft 2 or 3). After this, at P5, it is determined whether the shift valve 41 is in the 3rd or 2nd position as one of the prerequisites for indicating the intention to start.
If it is not in the D, 3 or 2 position, this determination is repeated, and if it is determined to be in the D, 3 or 2 position, the process moves to P6. In this P6, it is determined whether or not the accelerator is on (the accelerator pedal is depressed), and if the accelerator is not on, this determination is repeated, and if the accelerator is on, which indicates the intention to start, the transition is made to PI. By connecting the first clutch 5, the vehicle is started, and the loop is turned to P7 until the start at P8 is completed, and when the start is completed, the process returns to P2 again (control is completed).

When controlling the first clutch 5 for the above-mentioned start,
During the connection stroke of the first clutch 5, the cut valve 37
An excitation current is applied to the first clutch 5 to temporarily disconnect the first clutch 5 in a half-clutch state, and then the excitation current to the cut valve 37 is disconnected to complete the connection of the first clutch. This latch connection operation allows smooth start without impact.

If the R position is determined at P3, the vehicle moves to P6 without passing through P4 and P5 (starting in the backward direction).

On the other hand, when it is determined that it is not a start in P2,
Move to P9 and check whether to stop here (vehicle speed is LOKm/
h or less), and when it is determined that the vehicle is stopped, the first and second clutches 5.6 are disengaged at Plo, and then the process moves to P4 in preparation for the next start.

When it is determined in P9 that the vehicle is not stopped.

This is when automatic gear shifting occurs when moving forward; in this case,
First, the process moves to FIL and it is determined whether the shift valve 41 is in the D position. When it is determined that the position is D at this pH, the MAX speed change gear is set to 4th speed in PI3 (the gears that can be selected during upshifts and downshifts are 4th speed or lower, that is, 1st speed or 1st speed). PI3 determines whether or not the vehicle is currently in first gear. When the PI3 determines that the gear is not in the first gear, the PI3 It is determined whether or not to downshift. When it is determined in this PI3 that it is necessary to downshift, the process moves to PI3, and after this, a command for the gear position for gear change to be selected is given in PI3, and then a determination in PI3.18.19 is made. . In other words, there is no change in the gear position command (as determined by PI3), and the gear to be selected is less than or equal to the MAX gear (as determined by PI3).
If to seconds have elapsed since the gear position command (determination in PI3), the process shifts to P2O, and control for downshifting, which will be described later, is performed. Also, after P16, there is a change in the gear position command (judgment at PI3), and it is not below the MAX gear (judgment at PI3), and t
If o seconds have not elapsed (determined by PI3), P2O
The loop to P2 is executed without passing through.

In addition, when it is determined in P13 that the current gear is 1st gear, or when it is determined in PI3 that downshifting is not necessary, the process moves to P21 and it is determined whether or not the gear is currently in 4th gear. If it is determined that it is not the 4th speed, the process moves to P22, where it is checked whether or not to shift up based on the shift control characteristic diagram for upshifting.
In step 3, it is determined whether or not to shift the door down.

When it is determined that an upshift is to be performed, the processes from P16 onward are performed, but in this case, when the process moves to P2O, a shift control for upshifting, which will be described later, is performed in this P2O. Note that when it is determined in P21 that the vehicle is currently in fourth gear, or when it is determined in P23 that an upshift is not to be performed, the control is completed as is.

When it is determined that the shift valve 41 is not in the D position in the above FiL, the process moves to P24, and it is determined whether or not it is in the 3rd position, and if it is in the 3rd position, the MA
After setting the X gear position to the third gear corresponding to the three output positions (selectable gears are first to third gear), it is determined in P26 whether or not the current gear is lower than third gear. Then, when it is determined in P26 that the current speed is 3rd gear or lower, P
The process moves to I3 and the same processing as described above is performed. Furthermore, if it is determined in P26 that the current gear is not lower than 3rd gear (in the example, this is the case where the current gear is 4th gear), the process shifts to P27 and shifts to a predetermined gear position (if shifted from P26, the gear position is 3rd gear).
After the engine speed is calculated when the engine is shifted down to (speed), it is determined in P28 whether or not the calculated engine speed is less than or equal to a predetermined speed, for example, 5500 rpm. And at P28, 5500rp
If it is determined that it is less than
When it is determined that the engine speed is not below 500 rpm, the P2 loop is continued without downshifting to prevent overspeeding of the engine, and the control is completed.

Furthermore, when it is determined that the shift pulp 41 is not in the 3rd position in P24, it means that it is in the 2nd position after all, so after the MAX gear position is set to 2nd speed in P29 (selectable (first speed or second speed), the shift to P2O is made, and it is determined whether or not the current speed is below second speed. If it is determined that the gear position is 2nd gear or lower, the process proceeds to P13, and if the current gear position is higher than 2nd gear (in the example, 3rd gear or 4th gear), the Transition to P27 (when transitioning from P2O to O27, the gear position when calculating the engine speed is the second gear).

Shift-up Jl (FIGS. 5 and 8) This control corresponds to the process of P2O in FIG. 4, but since it is the time of upshifting, it is a case where the shift has been made from P23 to PlB.

During this upshift, $1 gear → 2nd gear, 1st gear
Speed → 4th gear, 3rd gear → 4th gear, 2nd gear → 3rd gear
The way the clutch is connected is different for shifting from @i speed to 2nd speed (determined by P2O), and from 1st speed to 4th speed (P51). judgment)
, in the case of shifting from 3rd gear to 4th gear (judgment at P52), the process moves to P54, and from 2nd gear to 3rd gear. In the case of shifting to fi (determination at Pb0), the process moves to P59.

The details of the control at P54 will be described later along with P59, and after P54, the process moves to Pb0.
It is determined whether the shift is from third speed to fourth speed.

If this judgment indicates that the shift is not from 3rd gear to 4th gear, the 3rd gear gear is engaged after t2 seconds in order to prepare for the next upshift at P56, and then from 1st gear to 2nd gear at Pb0. It is determined whether the shift is to
If the shift is from 1st speed to 2nd speed, the gear position command in PI3 is cleared in P58. In addition, Pb0
If it is determined that the shift is from 3rd speed to 4th speed at Pb0, the process goes through P58, and when it is determined at Pb0 that the shift is not from 1st speed to 2nd speed, the process does not go through P58. Each control is completed.

On the other hand, when it is determined at Pb0 that the shift is from second speed to third speed, the process moves to P59. The details of the control at P59 will be described later as mentioned above, and after P59, the shift goes to P2O, and after 3 seconds, a command to engage the fourth south car is issued in preparation for further upshifts. After that, the gear position command at PI3 is cleared in P61, and the control is completed. Note that when it is determined at Pb0 that the shift is not from the second speed to the third speed, the control is completed as is.

Shift down control W (Fig. 6) In Fig. 6, when shifting from 2nd speed to 1st speed (P
In the case of shifting from 4th gear to 1st gear (judgment at 2O) or from 4th gear to 1st gear (judgment at P81), the process moves to P82, and after the 1st gear meshing command is issued, t4 seconds have elapsed at P83. It is determined whether or not, and when t4 seconds have passed, P84
The latch control is performed as described later. Thereafter, in P85, a second speed gear engagement command is issued in preparation for the next shift, and then in P86, the gear position command at PI3 is cleared, thereby completing the control.

If it is determined in P80.81 that the shift is not from 2nd speed to 1st speed, nor from 4th speed to 1st speed, the shift from 3rd speed to 2nd speed is determined in P87. It is determined whether or not it is a shift, and if it is a shift from 3rd gear to 2nd gear, a command to engage the 2nd gear is issued in P88, and then t after this command in P89.
It is determined whether 8 seconds have elapsed or not. If t8 seconds have not elapsed, the loop continues and waits for E8 seconds to elapse. After t8 seconds have elapsed, latch control is performed at P2O as described later. It will be done. After this, the gear position command at PI6 is cleared in P91, and then the control is completed.

When it is determined in P87 that the shift is not from 3rd speed to 2nd speed, it is determined in P92 whether or not the shift is from 4th speed to 3rd speed, and from 4th speed to 3rd speed. If it is determined that the shift is to be performed, the processes from P93 to F96 and subsequent steps are performed. The processing of P93 to P96 is
Since it corresponds to the processes from 8 to F91, a detailed explanation thereof will be omitted (the process of P95 will be described later). Further, if it is determined in P92 that the shift is not from 4th speed to 3rd speed, then in P97 the first and second clutches 5
．． After a command to cut both gears 6 and 6 is issued, a command to engage the first and second gears is issued in P98, and the control is completed.

Clutch control (Fig. 7, Fig. 8) The basic parts of each clutch control at P54, P59, P84, P2O, and P95 are the same, so clutch control at P2O (change from 3rd gear to 2nd gear) case) will be explained first, and then the different parts will be explained. Therefore, FIGS. 7 and 8 show the case corresponding to P2O.

On the premise of the above, first, connection of the second clutch 6 is started at PIOl in FIG. 7. The connection speed of the second clutch 6 at this time may be constant, but
It is set according to the accelerator opening degree, etc. (it may also be set according to the engine torque determined by the accelerator opening degree and the engine rotation speed). Then P.I.
In step 02, an overlap time is set, and this overlap time is also set according to the accelerator opening degree and the like. Then, at PloB, the first clutch 5 is disconnected at Pi04 after waiting for the overlap time set at P2O3 to elapse. As mentioned above,
The reason why both clutches 5 and 6 are connected together for a predetermined overlap time is to suppress as much as possible engine revving, which tends to be a problem especially at the beginning of gear shifting, and the opposite braking phenomenon. In order to make optimal settings in a well-balanced manner, the connection speed of the second clutch 6 at PLOI and the overlap time at P2O3 may be set in accordance with the accelerator opening degree and the like. Of course, as the accelerator opening degree increases, the connection speed and overlap time increase.

In PloB, the basic connection speed S of the second clutch 6 is set. This basic connection speed S is Plol,
Similar to P2O3, it is set based on a map created in advance, depending on the accelerator opening, etc., with emphasis on alleviating shift shock (the larger the accelerator opening, etc., the larger S is). After this, in PloB, it is determined whether the current driving range position (position of shift valve 41) selected by the driver is either range 3 or range 2, which corresponds to the low speed driving range. .

In this determination, if it is determined that the current driving range is 3 or 2, then in P2O3, whether or not the current accelerator opening is less than a predetermined value of 0%;
That is, it is determined whether the opening is fully closed or slightly opened.

When it is determined in this judgment that the accelerator opening is 0% or less, the connection speed S of the second clutch 6 is determined in PloB.
is corrected to a large value such as S+So, then P2
Move to O3. Also, when it is determined in P106 above that the range is not 3 or 2, and the accelerator opening is 0%.
When it is determined that it is not the following, the process moves to P2O3 without passing through PloB.

At P2O3, the second clutch 6 is connected at a predetermined connection speed S. The connection speed S in P2O3 is set to the basic small value set in PloB when not passing through PloB, and is set to a large value when passing through PloB. Thereafter, it is determined at Pllo whether or not the time period in which the engine rotational speed ESP and clutch rotational speed C5P coincide continues for a certain period of time, and when ESP=C3P, the second clutch 6 is completely engaged at PI12. Furthermore, when it is determined in PIIO that ESP=CSP is not true, it is determined in Plll whether or not a predetermined time has elapsed. Then, when the predetermined time has elapsed, the process moves to P112, and when the predetermined time has not elapsed, the process returns to P2O3.

Here, Plog shows how the second clutch 6 is connected.
The X-ray in Figure 8 shows the case when it does not go through Plog, and the Y-line in Figure 8 shows when it goes through Plog. , Plog
The connection of the second clutch 6 is completed more quickly than when the second clutch 6 is not used (X-ray).

Clutch control in P2O is performed as described above, except that in P84 and P95, the clutch on the disengaged side is the second clutch 6, and the clutch on the connected side is the first clutch 5. It is the same as P2O. In addition, in P54, the request for engine braking is determined based on the fact that it is the time of upshifting.
It is the same as P2O except that it does not have . moreover,
In addition to the same differences as in P54, P59 differs from P90 in that the clutches on the disengaged and engaged sides are opposite to P2O.

Although the embodiments have been described above, the present invention is not limited thereto, and includes, for example, the following cases.

(2) When the ffjlil unit 42 is configured by a computer, it may be of either a digital type or an analog type.

(2) The driving range selection means may be constituted by an electric switch, and in this case, the shift valve 41 may be electromagnetically driven to the range position corresponding to the operated switch.

(2) P2O3 is provided to specifically check whether engine braking is requested when downshifting, but the processing at PI07 may be omitted even when downshifting.

■P only when shifting down to 7 o'clock or only when shifting up
It is also possible to make a correction to increase the connection speed in log. In particular, when correcting the connection speed only when shifting up, increase the clutch rotation speed as quickly as possible even when upshifting on a steep uphill road. This also makes it possible to prevent a sudden drop in vehicle speed during gear shifting.

■If there are multiple low-speed driving ranges as in the example, the clutch engagement speed in the relatively low-speed range may be made faster than the clutch engagement speed in the relatively high-speed range. .

(Effects of the Invention) As is clear from the above description, the present invention allows the clutch connection speed to be more optimally set in response to the difference in the driving range, thereby more fully reflecting the driver's intention when selecting the driving range. This makes it possible to drive in a manner that reflects this.

[Brief explanation of drawings]

FIG. 1 is an overall configuration diagram of the present invention. FIG. 2 is a sectional view showing an example of an automatic transmission. FIG. 3 is an overall system diagram of the automatic transmission shown in FIG. 2. FIG. 4 to FIG. 7 are flowcharts showing an example of control contents of the present invention. FIG. 8 is a graph schematically showing the control contents shown in FIG. 7. 5.6: Clutch 8, lO: (for clutch) Actuator 37: Cut valve (clutch connection speed adjustment means) 41: Shift valve 42: Control unit 43: Sensor (for detecting driving range) 47: Shift lever (driving range selection) means)

Claims (1)

[Claims] (1) In an automatic transmission in which a plurality of clutches for power transmission constitute a plurality of independent power transmission paths for each clutch, and a gear mechanism for speed change is provided in each power transmission path, the above-mentioned A connection speed adjustment means that adjusts the clutch connection speed, an automatic driving range that is manually operated and selects driving using all forward gears, and a driving range that selects driving in a low speed gear. a driving range selection means having a low speed driving range to select; and receiving an output from the driving range selection means and controlling the connection speed adjusting means so that when the low speed driving range is selected, the clutch is selected from the automatic driving range. A control device for an automatic transmission, comprising: a connection speed control means for increasing the connection speed; and a control device for an automatic transmission.