JP2837493B2 - Control device for automatic transmission - Google Patents

Description

Description: BACKGROUND OF THE INVENTION The present invention relates to a control device for an automatic transmission which is mounted on an engine of a vehicle such as an automobile and performs automatic shifting.

(Prior Art) As this kind of automatic transmission, a transmission configured by combining a torque converter and a multi-gear type transmission mechanism is widely used. Such automatic transmissions are usually provided with a hydraulic control device having a hydraulic circuit as a main component.

The hydraulic circuit unit of the hydraulic control device includes a line pressure forming unit including a regulator valve that adjusts the oil pressure from the oil pump to form a line pressure, and the operating oil pressure is adjusted based on the line pressure from the line pressure forming unit. The operating hydraulic pressure is selectively supplied to a plurality of hydraulically controlled frictional engagement elements such as clutches and brakes in the transmission mechanism, and the shift speed is switched.

Conventionally, in such an automatic transmission, when a shift operation is performed, in order to reduce wear of the friction engagement element and suppress shift shock, the line pressure is changed for each type of shift during a predetermined period during shifting. There has been proposed a hydraulic control device for an automatic transmission which maintains a predetermined target low line pressure corresponding to an engine load (for example, Japanese Patent Publication No. 61-48021).
Reference).

(Problems to be Solved by the Invention) As described above, in order to maintain the line pressure for each type of shift at a predetermined target low line pressure corresponding to the engine load, it is necessary to distinguish the type of shift. There is. For this reason, in the conventional hydraulic control apparatus for an automatic transmission, the number of shift lines, such as an upshift line and a downshift line, in the shift pattern diagram mapped and stored in the built-in memory is determined within a set time. The type of shift is determined based on whether the vehicle passes.

For example, in the set time of 0.2 seconds, if the vehicle passes the 3 → 2 line from the 3rd speed region to the 2nd speed region of the shift pattern diagram and further passes the 2 → 1 line from the 2nd speed region to the 1st speed region, ,
The control unit determines that it is a downshift (jump shift) from the third speed range to the first speed range by jumping over the second speed range.

On the other hand, over 0.2 seconds, for example, 3 → 2 line, 2
→ If passing the first line, the control unit will consist of a shift from 3rd to 2nd and a shift from 2nd to 1st.
Perform a gear change.

Accordingly, in the above-described conventional automatic transmission control device, even if the accelerator operation amount is small and, for example, only the 3 → 2 line is passed, the shift from the third speed to the second speed is determined at the above-mentioned set time 0.2. Seconds later. For this reason, always change gear
There is a problem that a response delay of 0.2 seconds occurs, and the commercial value of the automatic transmission is impaired.

SUMMARY OF THE INVENTION It is an object of the present invention to provide a control device for an automatic transmission in which a shift delay determination is canceled and a shift response is improved in a shift region where a jump is not likely to occur.

(Means for Solving the Problems) In order to achieve the above object, the present invention provides a load detecting means for detecting a load of an engine to which an automatic transmission is connected,
From the load and vehicle speed detected by the load detecting means,
A shift signal generating means for generating a shift signal when a shift line of the shift pattern diagram is crossed based on a shift pattern diagram previously stored in a storage means, and a predetermined delay from when the shift signal is generated. A shift condition determining means for determining a shift condition after a lapse of time, the control device for an automatic converter performing a shift based on the determination result, wherein the shift pattern diagram has an area where a jump shift is not likely to occur ( That is, in a region where different shift lines are not overlapped), there is provided a shift determination delay canceling unit for canceling the delay of the shift determination by the shift condition determining unit, and the shift condition is determined immediately when a shift signal is generated. It is characterized in that shifting is performed.

(Operation) The shift determination delay canceling unit cancels the delay of the shift determination when it is determined that a shift between regions where different shift lines do not overlap in the shift pattern diagram stored in the storage unit. . This eliminates the delay in the shift determination in a region where the jump shift does not occur.

(Effects of the Invention) According to the present invention, when it is determined that a shift between regions where different shift lines do not overlap in the shift pattern diagram, the delay of the shift determination is canceled, so that the jump shift can be performed. There is no delay in the shift determination in a region where the shift is unlikely to occur, and the shift responsiveness of the automatic transmission is improved.

(Embodiment) FIG. 1 shows the overall configuration of an automatic transmission according to the present invention and its control circuit.

1. Overall Configuration of Automatic Transmission and Its Control Circuit In FIG. 1, an automatic transmission 10 includes a torque converter
And a hydraulic circuit section 40 that generates a hydraulic pressure used for controlling their operation.
including.

The torque converter 14 includes a pump impeller 14a, a turbine runner 14b, a stator 14c, and the case 11.
Engine output shaft 12 to which pump impeller 14a is connected
Is connected to an oil pump 15 via a pump drive shaft 16. The turbine runner 14b is connected to the transmission mechanism 20 via a hollow turbine shaft 17, and is connected to the output shaft 12 via a lock-up clutch 19. A one-way clutch 18 is provided between the stator 14c and the case 11.
And the stator 14c rotates in the same direction as the pump impeller 14a and the turbine runner 14b.

The transmission mechanism 20 includes a planetary gear unit 21 for obtaining four forward steps and one reverse step. The planetary gear unit 21 includes a small-diameter sun gear 22, a large-diameter sun gear 23, a long pinion gear 24, a short pinion gear 25, and a ring gear 2.
With 6. A forward clutch 27 and a coasting clutch 28 for forward traveling are arranged between the small diameter sun gear 22 and the turbine shaft 17, and a wow clutch 29 is interposed between the small diameter sun gear 22 and the forward clutch 27. Be mounted.

A reverse running reverse clutch 30 is provided between the large-diameter sun gear 23 and the turbine 1 shaft 7.
A brake 31 is provided. In addition, long pinion gear 24
A 3-4 clutch 32 is provided between the clutch and the turbine shaft 17.

The long pinion gear 24 is connected to a transmission case 35 via a carrier 33 and a one-way clutch 34, and the carrier 33 and the transmission case 35 are connected to a low reverse brake 36.
The system is disbanded.

The ring gear 36 is connected to an output gear 38 via an output shaft 37 of the automatic transmission 10, and torque obtained on the output shaft 37 is transmitted to driving wheels of the vehicle via a differential gear unit (not shown) or the like. .

In the multi-gear transmission mechanism 20 having such a configuration, the forward clutch 27, the coasting clutch 28, the reverse clutch 30, the 2-4 brake 31, the 3-4 clutch 32, and the low reverse brake 36, which are friction engagement elements, are provided.
Are appropriately selected and operated, so that a P range (parking range), an R range (reverse range),
Obtaining N range (neutral range), D range, S range (2 range) and L range (1 range) constituting forward range, and 1st to 4th speed in forward range. Can be.

Each clutch to obtain each of these ranges and gears
27,28,32,30, Brake 31,36, Relationship and one-way clutch for each range and gear position
Table 1 below shows the operating states of 29 and 34.

With the operating relationship shown in Table 1, the clutch
The hydraulic pressure for operating each of the brakes 27, 28, 32, 30, and the brakes 31, 36 is formed in the hydraulic circuit unit 40. Then, the operation control of the hydraulic circuit unit 40 as described above is performed by the control unit 100.

The control unit 100 includes a detection signal St obtained from a throttle opening sensor 51 for detecting a throttle opening in an intake passage of the engine, and a turbine runner 14b.
A detection signal Sr obtained from a turbine speed sensor 52 for detecting the rotation speed (turbine rotation speed) of the vehicle, a detection signal Sv obtained from a vehicle speed sensor 53 for detecting the vehicle speed, and a shift position sensor for detecting the operating position of the shift lever A detection signal Ss obtained from 54 and a detection signal Su obtained from an oil temperature sensor 56 for detecting the temperature of hydraulic oil in the hydraulic circuit unit 40 are supplied, and other signals necessary for controlling the automatic transmission 10 are supplied. Sx is also supplied.

The control unit 100 performs shift control and lock-up control in the automatic transmission 10 based on the above-described detection signals.

The shift pattern diagram for performing the shift control and the lockup control is mapped and stored in a built-in memory in the control unit 100. As shown in FIG. 2, the shift pattern diagram is represented by the throttle opening TH on the vertical axis and the vehicle speed V on the horizontal axis.

The control unit 100 controls the vehicle speed lines La, Lb, Lc, Ld, Le and Lf in the shift pattern diagram of FIG.
And the throttle opening represented by the detection signal St and the vehicle speed represented by the detection signal Sv to determine which of a plurality of shift-up conditions and shift-down conditions is satisfied.

Further, the control unit 100 compares the lock-up operation lines Lg, Li and the lock-up release lines Lh, Lj with the throttle opening indicated by the detection signal St and the vehicle speed indicated by the detection signal Sv, and performs a plurality of lock-up operations. It is determined which of the operation condition and the lockup release condition is satisfied.

The transmissions La, Lb and Le shown in FIG.
Shifts from 1st to 2nd, from 2nd to 3rd, from 3rd to 4th, and shift lines Ld, Le and L
f relates to the downshift from the second gear to the first gear, the third gear to the second gear, and the fourth gear to the third gear. Also,
The lock-up operation lines Lg and Li are for lock-up operation in the third and fourth speed states, respectively, and the lock-up release lines Lh and Lj are for lock-up release in the third and fourth speeds, respectively. .

When the control unit 100 detects the switching operation of the shift range in the transmission mechanism 20 of the automatic transmission 10 based on the detection signal Ss, the control unit 100 shifts from first gear to second gear, from first gear to third gear, and from first gear to fourth gear. If it is determined which of the conditions for upshifting from second gear to third gear, second gear to fourth gear, and third gear to fourth gear is satisfied, fourth gear to third gear and fourth gear If it is determined which of the conditions for downshifting from second gear to fourth gear, fourth gear to first gear, third gear to second gear, third gear to first gear, and second gear to first gear is satisfied, Forms the drive signals Ca, Cb, Cc, and Cd as appropriate according to the determined shift conditions,
These are selectively supplied to solenoid valves 61, 62, 63, and 64 provided in an operating hydraulic pressure supply unit in the hydraulic circuit unit 40, respectively.

As a result, the operating state of various shift valves and the like provided in the operating hydraulic pressure supply unit changes, and supply / discharge control of the operating hydraulic pressure to each of the plurality of frictional engagement elements is performed. As shown, it is selectively engaged or released to obtain a desired shift range and shift speed.

On the other hand, when it is determined that the lock-up operation condition is satisfied, the control unit 100 forms a drive signal Ce and supplies it to the solenoid valve 65 provided in the hydraulic pressure supply unit in the hydraulic circuit unit 40. When it is determined that the lock-up release condition is satisfied, the control unit 100 stops supplying the drive signal Ce to the solenoid valve 65. Thereby, the lockup clutch 19 of the plurality of frictional engagement elements selectively takes the engagement state and the release state according to the lockup operation lines Lg, Li and the lockup release lines Lh, Lj.

The control unit 100 further includes a hydraulic circuit unit 4
In order to change the line pressure at 0 as described later, a drive signal Cf having a pulse width corresponding to a duty set as described later is supplied to a solenoid valve 66 built in the line pressure forming unit in the hydraulic circuit unit 40. To control the line pressure, which is the basis of the operating hydraulic pressure formed in the hydraulic circuit section 40.

Next, a specific configuration of the line pressure forming unit 44 in the hydraulic circuit unit 40 will be described.

In FIG. 3, a line pressure forming section 44 is provided between a regulator valve 72 and a reducing valve 73 connected to the oil pump 15 via an oil passage 71, and between the regulator valve 72 and the reducing valve 73. An installed modulator valve 75,
A normally closed solenoid valve 66 for controlling the operation of the modulator valve 75 is provided.

In the line pressure forming section 44, the oil pump 15 (first
(See FIG.), Is supplied to the reducing valve 73 through the oil passage 71 and is reduced in pressure by the reducing valve 73 to take a predetermined value.

The hydraulic pressure reduced by the reducing valve 73 is
The oil is supplied to the port a of the modulator valve 75 through an oil passage 77a to which the solenoid valve 76 and the solenoid valve 66 are connected, and is also supplied to the ports b and c of the modulator valve 75 through the oil passages 76 and 77b.

At this time, the hydraulic pressure supplied to the port a of the modulator valve 75 is changed according to the valve opening period of the solenoid valve 66 which is in accordance with the pulse width of the drive signal Cf. As a result, the effective opening areas of the ports b and c in the modulating valve 75 change, and the hydraulic pressure supplied from the reducing valve 73 to the ports b and c is adjusted. Then, the adjusted hydraulic pressure is guided to the port d and supplied to the port e, and at the same time, the port f of the regulator valve 72 is connected to the oil passage 80 to which the damper 78 is connected.
Is supplied as pilot pressure.

The regulator valve 72 has two spools 72a and 72b and a spring 72c disposed between them. In addition to the port f, the ports g and h, and the oil passage 8 communicating with the operating hydraulic pressure supply unit 42
Ports i, j, and k connected to each of 1, 82, 83 are provided.

In such a regulator valve 72, the drive signal Cf
The effective opening areas of the ports g and h are changed in accordance with the pilot pressure supplied to the port f through the oil passage 80 after being adjusted according to the pulse width of the oil pressure. It is formed. Then, the line pressure is supplied from the ports g and h to the hydraulic pressure supply unit 42 through the oil passage 85 and the branch passage. The operating oil pressure supply unit 42 is adjusted to an operating state of a shift valve or the like provided therein, or is selectively supplied as an operating oil pressure to a plurality of friction engagement elements in the transmission mechanism 20 as it is.

As a result, the frictional engagement element is engaged or released, and the shift control is performed.

Line pressure control By the way, in the line pressure control by the control unit 100, the steady line pressure control is performed when the speed change operation of the transmission mechanism 20 is not performed. Further, at the time of a shift in which the shift condition is satisfied and the shift operation of the transmission mechanism 20 is performed, the shift line pressure control is performed during a period from when the shift condition is satisfied to when the shift operation is completed.

The completion of the shift operation is determined, for example, by the detection signal sR
Is determined based on the turbine speed and the speed ratio of the speed change mechanism 20.

In the steady line pressure control, the basic line pressure is set based on the throttle opening and the vehicle speed represented by the detection signals St and Sv. Then, the duty Dp that determines the pulse width of the drive signal Cf is set based on the set basic line pressure and the temperature (oil temperature) of the operating oil pressure represented by the detection signal Su. In this case, the duty Dp is set to take a larger value as the basic line pressure is smaller and as the oil temperature is higher.

In the shift line pressure control, when the established shift condition is a shift-up condition, the basic line pressure is adjusted based on the mode of the shift-up operation in the transmission mechanism 20 and the throttle opening indicated by the detection signal St. Is set. In that case, the basic line pressure is set to a larger value as the throttle opening is larger.

On the other hand, when the established shift condition is a shift-down condition, the basic line pressure is determined based on the mode of the shift-down operation in the transmission mechanism 20 and the turbine speed indicated by the detection signal Sr corresponding to the vehicle speed. Is set. In that case, the basic line pressure is set to a larger value as the turbine speed increases.

Then, as shown in FIG. 4, the rate of change ΔTH of the throttle opening is set to a predetermined value Δa _{1 at} the set basic line pressure.
By weight, the rate of change △ TH takes a large becomes value extent is larger, the rate of change △ TH is the value △ a ₁ or more is multiplied by the correction coefficient K takes a constant value, is set a new base line pressure .

After the basic line pressure is set in this way, the set basic line pressure and the detection signal
The duty Dp that determines the pulse width of the drive signal Cf is set based on the oil temperature represented by Su. In this case, the duty Dp is set to a larger value as the basic line pressure and the oil temperature are larger.

Duty Dp, which is set in this way, when the as shown in FIG. 5, the ignition key period from the time t _1, which is from the off state to the on state of the predetermined Ta has elapsed
until t ₂ is set to a value corresponding to the time t, after the period Ta has elapsed is corrected by the correction coefficient Hk is set to 1 is multiplied.

This correction is performed immediately after the ignition key is turned from the off state to the on state because air may be mixed in the hydraulic oil in the hydraulic circuit unit 40. This is performed in order to prevent the line pressure and the operating oil pressure in the hydraulic circuit unit 40 from becoming lower than required values.

Next, a drive signal Cf having a pulse width corresponding to the duty DF obtained by correcting the duty Dp is formed,
This is supplied to the solenoid valve 66, and the solenoid valve 66 is opened only for a period corresponding to the pulse width of the drive signal Cf,
The pilot pressure supplied to port a of modulator valve 75 through oil passage 77a is reduced. Thereby, the line pressure obtained at the ports g and h of the regulator valve 72 is adjusted.

Outline of the shift control By the way, in performing the shift control by the control unit 100, if the accelerator pedal is rapidly returned while the shift speed is in the first or second speed, the throttle opening is rapidly reduced. There is a possibility that a new shift-up condition will be satisfied before the shift operation according to the shift-up condition that has been satisfied is completed.

Further, when the accelerator pedal is suddenly depressed when the shift stage is in the fourth or third speed, the throttle opening is rapidly increased, so that the shift operation according to the previously established shift-down condition is not completed. May have a new downshift condition.

In such a case, an appropriate shift operation is not performed,
As a result, the line pressure does not conform to the mode of the shift operation.

Therefore, in the present embodiment, the fourth speed is changed to the third speed, or
If it is determined that the shift-down condition from the second speed to the second speed is satisfied, it is determined whether the absolute value of the change rate of the throttle opening indicated by the detection signal St is equal to or more than a predetermined value α or a predetermined value β. Is determined.

If it is determined that the absolute value of the change rate of the throttle opening is less than the value α or the value β, a new downshift condition is satisfied before the shift operation according to the downshift condition that has been established is completed. Because there is no danger of
The shift control is performed according to the determined downshift condition.

If it is determined that the absolute value of the change rate of the throttle opening is equal to or more than the value α or the value β, the new downshift condition is satisfied before the shift operation according to the downshift condition that has been established is completed. The shift control is not performed until the predetermined period Ha or the predetermined period Hb elapses, and the shift control is performed according to the latest downshift condition determined at that time after the period Ha or the period Hb elapses. .

Further, as described above, even when it is determined that the absolute value of the change rate of the throttle opening is equal to or more than the value α or the value β, the control unit 100 does not wrap different shift lines in the shift pattern diagram. In the determination of the shift condition between the regions, there is no possibility that a new shift-down condition will be satisfied before the shift operation according to the previously established shift-down condition is completed, so that the period Ha or the period Hb does not wait. The shift is determined in accordance with the determined shift-down condition.

On the other hand, when it is determined that the upshift condition from the first gear to the second gear or from the second gear to the third gear is satisfied, the rate of change of the throttle opening indicated by the detection signal St is equal to a predetermined value γ.
Alternatively, it is determined whether or not it is equal to or greater than a predetermined value δ.

Then, the rate of change of the throttle opening is the value γ or the value δ
If it is determined that the shift-up condition is less than the predetermined shift-up condition, there is no possibility that the new shift-up condition will be satisfied before the shift operation according to the previously established shift-up condition is completed. .

On the other hand, when it is determined that the change rate of the throttle opening is equal to or greater than the value γ or the value δ, a new shift-up condition is satisfied before the shift operation according to the previously established shift-up condition is completed. For this reason, the shift control is not performed until the predetermined period Hc or the predetermined period Hd has elapsed, and after the period Hc or the period Hd has elapsed, the shift control is performed according to the latest shift-up condition determined at that time.

An example of a program for performing the line pressure control executed by the microcomputer in the control unit 100 for performing the above-described shift operation control will be described with reference to the flowcharts of FIGS.

Main Program In the main program shown in the flowchart of FIG. 6, after starting, in step S1, initialization is performed to make various flags, the count value of the counter, and the like zero.

Then, in step S2, after fetching various detection signals, it is determined in step S3 whether or not the ignition switch (IG switch) has changed from the off state to the on state.

If it is determined in step S3 that the ignition switch has changed from the off state to the on state, the built-in timer is started in step S4, and the process proceeds to step S5. As a result of the determination in step S3, the ignition switch state has not changed.
If it is determined that it is already in the ON state, the process proceeds directly to step S5.

In step S5, a shift condition determination program shown in FIGS. 7 (a) and 7 (b), which will be described later, is executed.

In the following step S6, the drive signals Ca, Cb, Cc and Cd are selected by the solenoid valves 61, 62, 63 and 64 in order to perform the shift operation in the transmission mechanism 20 according to the shift condition determined by the shift condition determination program. The shift control program to be supplied is executed, and the process proceeds to step S7.

In step S7, it is determined whether a shift operation is being performed. If it is determined in step S7 that the gear shifting operation is not being performed, in step S8, the steady line pressure control program shown in the flowchart of FIG. 8 is executed, and the process proceeds to step S12. Also, in step S7,
If it is determined that the shift operation is being performed, step S10
, A shift line pressure control program as shown in the flowchart of FIG. 9 is executed, and the routine proceeds to step S12.

In step S12, other control programs, for example, a shift range switching control program, a lock-up control program, and the like are followed, and the process returns to step S2.

Shift Condition Determination Program In the shift condition determination program shown in the flowcharts of FIGS. 7 (a) and 7 (b),
The program comprises a shift-down condition determination program from S21 to step S58 and a shift-up condition determination program shown in step S60.

After the start of the shift condition determination program, step S21
In, it is determined whether or not the speed stage in the transmission mechanism 20 is the fourth speed. If it is determined in step S21 that the speed is the fourth speed, then in step S22, the shift pattern diagram shown in FIG.
Is compared with the vehicle speed v represented by the detection signal Sv to determine whether or not the condition for downshifting from fourth gear to third gear is satisfied.

If it is determined in step S22 that the downshift condition from the fourth speed to the third speed has been satisfied, then in step S23, the flag GF for determining whether or not the shift condition has been satisfied is set to 1
Is determined. If it is determined in step S23 that the flag GF is not 1, the change rate ΔTh of the throttle opening Th is calculated in step S24, and in step S25, the flag GF is set to 1 and the process proceeds to step S26.
Proceed to.

In step S26, it is determined whether or not the overall value of the change rate △ Th of the throttle opening Th is equal to or more than the value α, and it is determined that the absolute value of the change rate △ Th of the throttle opening Th is equal to or more than the value α. If so, the process proceeds to step S28 (see FIG. 7 (b)).

If it is determined in step S23 that the flag GF is 1, in step S27, the flag GF
Is set to zero, and the process proceeds to step S28 (see FIG. 7B).

In step S28 of FIG. 7B, it is determined whether or not the vehicle speed is equal to or higher than the maximum vehicle speed of the second speed downshift line Le indicated by a in FIG.

If the vehicle speed is less than the maximum vehicle speed of the second speed downshift line Le in step S28, the process proceeds to step S29. If the vehicle speed is equal to or higher than the maximum vehicle speed of the second speed shift down line Le, the process proceeds to step S34 described later.

If the vehicle speed is lower than the maximum vehicle speed of the second-speed downshift line Le, 1 is added to the count value CA of the counter for measuring the period in step S29, and in step S30, the count value CA corresponds to the period Ha. It is determined whether the value is equal to or more than the value Aa.

If it is determined in step S30 that the count value CA is equal to or larger than the value Aa, in step S31, the shift pattern diagram as shown in FIG. By comparing v with v, it is determined whether a downshift condition from fourth gear to second gear is satisfied.

If it is determined in step S31 that the downshift condition from fourth gear to second gear is not satisfied, step S32
, The shift pattern diagram as shown in FIG. 2 stored in the built-in memory is compared with the throttle opening Th and the vehicle speed v to determine whether the downshift condition from the fourth speed to the first speed is satisfied. Judge. If it is determined that the condition for downshifting from fourth speed to first speed is not satisfied, the count value CA is set to zero in step S33, and in step S34, the count value CA for shifting down to 4-3 is determined. The flag F4-3 is set to 1 and the process proceeds to step S60.

On the other hand, if it is determined in step S32 that the downshift condition from the fourth speed to the first speed has been satisfied, the count value CA is set to zero in step S35,
At 36, the flag F4 for determining the 4-1 shift down condition
−1 is set to 1, and the process proceeds to step S60.

Also, as a result of the determination in step S31, the fourth speed
If it is determined that the downshift to speed condition is satisfied, the count value CA is set to zero in step S37, and in step S38, the flag F4-2 for determining the 4-2 downshift condition is set. Is set to 1 and step S6
Go to 0.

On the other hand, when it is determined in step S28 that the vehicle speed is equal to or higher than the maximum vehicle speed of the second speed downshift line Le,
In step S34, the flag F4-3 for determining the 4-3 shift down condition is set to 1, and the process proceeds to step S60.
Accordingly, when it is determined in step S28 that the vehicle speed is equal to or higher than the maximum vehicle speed of the second speed downshift line Le, the fourth speed region and the second speed region do not overlap, and the fourth speed region is shifted to the second speed region. Since no jump shift occurs, the downshift from the fourth speed to the third speed is performed without delay of the time Ha.

Further, as a result of the determination in step S26, the throttle opening T
If it is determined that the absolute value of the change rate ΔTh of h is smaller than the value α, the process proceeds to step S34, the flag F4-3 is set to 1, and the process proceeds to step S60.

On the other hand, if it is determined in step S21 that the shift speed in the transmission mechanism 20 is not the fourth speed, the process proceeds to step S40.
In, it is determined whether or not the speed stage in the speed change mechanism 20 is the third speed.

If it is determined in step S40 that the gear position in the transmission mechanism 20 is the third speed, then in step S41,
It is determined whether the 3-2 downshift condition is satisfied.

If it is determined in step S41 that the 3-2 downshift condition has been satisfied, then in step S42, the flag G
It is determined whether or not F is 1.

When it is determined in step S42 that the flag GF is not 1, the change rate ΔTh of the throttle opening Th is calculated in step S42, and in step S44, the flag GF is set to 1
Set to. Then, in a step S45, it is determined whether or not the rate of change ΔTh of the throttle opening Th is equal to or more than the value β.

In step S45, the rate of change △ Th of the throttle opening Th is a value β.
If it is determined that this is the case, the process proceeds to step S47. When it is determined in step S42 that the flag GF is 1, in step S46, the flag G
F is set to zero and the process proceeds to step S47.

In step S47, it is determined whether or not the vehicle speed is equal to or higher than the maximum vehicle speed of the first speed downshift line Ld shown by b in FIG.

If the current vehicle speed is lower than the maximum vehicle speed of the first speed downshift line Ld in step S47, the process proceeds to step S48.
If the current vehicle speed is equal to or higher than the maximum vehicle speed of the first speed downshift line Ld, the process proceeds to step S52 described later.

In step S48, 1 is added to the count value CA, and in step S49, the count value CA
Is determined to be greater than or equal to the value Ab corresponding to.

If it is determined in step S49 that the count value CA is equal to or greater than the value Ab, it is determined in step S50 whether a downshift condition from the third speed to the first speed is satisfied. If it is determined that the downshift condition from the third speed to the first speed is not satisfied, in step S51, the count value CA is set to zero, and the process proceeds to step S52.

On the other hand, if it is determined in step S45 that the change rate Th of the throttle opening Th is less than the value β, the process proceeds to step S52.

Then, in step S52, the flag F3-1 for determining the 3-1 shift down condition is set to 1, and in step S6
Go to 0.

When it is determined in step S50 that the 3-1 shift-down condition is satisfied, in step S53,
The count value CA is set to zero, and in the subsequent step S54, the flag F3-1 for determining the 3-1 shift-down condition is set to 1
And the process proceeds to step S60.

On the other hand, when it is determined in step S47 that the vehicle speed is equal to or higher than the maximum vehicle speed of the first speed downshift line Ld,
In step S52, the flag F3-1 for 3-1 shift down determination is set to 1, and the process proceeds to step S60. As a result, if it is determined in step S47 that the vehicle speed is equal to or higher than the maximum vehicle speed of the first-speed downshift line Ld, the third speed and the first speed are not overlapped, and the jumping speed shift from the third speed to the first speed is performed. Without any delay, time 3
The downshift is performed from first gear to first gear.

If it is determined in step S40 that the gear position of the transmission mechanism 20 is not the second speed, the process proceeds to step S55.
In, it is determined whether or not the speed stage in the speed change mechanism 20 is the second speed. If it is determined in step S55 that the speed is the second speed, it is determined in a step S56 whether a condition for downshifting from the second speed to the first speed is satisfied. Steps
If it is determined in S56 that the downshift condition from the second speed to the first speed is satisfied, in step S57, the 21 shift-down condition determination flag F2-1 is set to 1, and the process proceeds to step S60.

Also, in step S22, when it is determined that the downshift condition from the fourth speed to the third speed is not satisfied, in step S30, when it is determined that the count value CA is less than the value Aa, in step S41, If it is determined that the downshift condition from the third gear to the second gear is not satisfied, if it is determined in step S49 that the count value CA is less than the value Ab, in step S55, the gear position of the transmission mechanism 20 is determined. Is not the second speed, and if it is determined in step S56 that the downshift condition from the second speed to the first speed is not satisfied, in step S58, the flags F4-3 and F4-2 are set. , F4-1, F3-2, F3
-1 and F2-1 are each set to zero, and step 86
Go to 0.

In step S60, the first gear is changed to the second gear by the same procedure as the above-described shift down condition determination program.
Speed to 3rd speed, 1st speed to 4th speed, 2nd speed to 3rd speed, 2nd speed to 4th speed
A shift-up condition determination program is executed to determine which of the shift-up conditions from the third speed to the fourth speed is satisfied, and the shift condition determination program is terminated.

Steady line pressure control program In the steady line pressure control program shown in the flowchart of FIG. 8, after starting, in step S71, the basic line pressure BL is determined based on the throttle opening Th and the vehicle speed v represented by the detection signals St and Sv. Set.

Next, in step S72, the duty Dp is set based on the basic line pressure BL and the oil temperature W represented by the detection signal Su. In step S73, the period Tx that has elapsed since the start of the ignition switch was longer than the predetermined period Ta. It is determined whether or not there is.

If it is determined in step S73 that the elapsed period Tx is equal to or shorter than the predetermined period Ta, in step S75, the correction coefficient Hk is set to a value smaller than 1 as shown in FIG. And proceed to step S78. Step S
If it is determined in 73 that the elapsed period Tx is longer than the predetermined period Ta, the timer is stopped in step S76, and the correction coefficient Hk is set to 1 in step S77.
After that, the process proceeds to step S78.

In step S78, the duty Dp that determines the pulse width of the drive signal Cf is set to a value obtained by multiplying the duty Dp set in step S72 by the correction coefficient Hk.
, A drive signal Cf having a pulse width corresponding to the duty DF is formed and sent to the solenoid valve 66 to end this program.

Shift Line Pressure Control Program In the shift line pressure control program shown in the flowchart of FIG. 9, after starting, it is determined in step S81 whether or not the shift operation is an upshift operation.
If it is determined in step S81 that the operation is an upshift operation, in step S82, the basic line pressure BL is determined based on the mode of the upshift operation and the throttle opening Th.
After setting, the process proceeds to step S87.

On the other hand, if it is determined in step S81 that the shift operation is not an upshift operation, and thus it is determined that the shift operation is a downshift operation, then in step S84 the turbine indicating the mode of the downshift operation and the detection signal Sr is represented. The basic line pressure BL is set based on the rotation speed Nt. Then, in step S85, the correction coefficient K is changed, as shown in FIG.
And the process proceeds to step S86.

In step S86, the correction coefficient K is added to the basic line pressure BL.
, A new basic line pressure BL is set, and the flow proceeds to step S87. Then, from step S87 to step S9
The steps up to 3 are executed in the same manner as the steps S72 to S79 in the steady line pressure control shown in FIG. 8, and the program ends.

[Brief description of the drawings]

FIG. 1 is a schematic diagram schematically showing a main part of an example of a hydraulic control device for an automatic transmission according to the present invention, and FIG. 2 is a shift pattern diagram used for explaining the operation of the example shown in FIG. FIG. 3 is an explanatory diagram showing a main part of the hydraulic circuit unit in the example shown in FIG. 1, FIG. 4 and FIG. 5 are characteristic diagrams used to explain the operation of the example shown in FIG. FIG. 6, FIG. 7 (a), FIG. 7 (b), FIG. 8 and FIG. 9 each show a case where the microcomputer is used in the control unit of the example shown in FIG. 6 is a flowchart illustrating an example of a program to be executed. 10 Automatic transmission, 14 Torque converter, 15 Oil pump, 20 Transmission mechanism, 40 Hydraulic circuit, 42 Hydraulic supply, 51 Throttle opening sensor, 52 ... turbine speed sensor, 53 ... vehicle speed sensor, 54 ... shift position sensor, 55 ... oil temperature sensor, 61-66 ... solenoid valve, 100 ... control unit.

Continuation of the front page (58) Field surveyed (Int.Cl. ⁶ , DB name) F16H 59/00-61/12 F16H 61/16-61/24 F16H 63/40-63/48

Claims (1)

(57) [Claims] 1. A shift pattern diagram stored in a storage means in advance from a load detection means for detecting a load of an engine to which an automatic transmission is connected, and a load and a vehicle speed detected by the load detection means. A shift signal generating means for generating a shift signal when crossing a shift line of the shift pattern diagram; and a shift condition determining means for determining a shift condition after a predetermined delay time from when the shift signal is generated. A control device for an automatic converter for performing a shift based on a determination result, wherein a delay of a shift determination by the shift condition determination means is canceled in an area of the shift pattern diagram where a jump shift is not likely to occur. An automatic transmission, wherein a shift determination delay canceling means is provided, and a shift condition is determined immediately after a shift signal is generated to execute a shift. Control device.