JP3449109B2 - Shift control device for automatic transmission for vehicle - Google Patents

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a shift control device for a vehicle automatic transmission.

[0002]

2. Description of the Related Art There is known an automatic transmission of a type that achieves a desired gear stage among a plurality of gear stages by combining operations of a plurality of hydraulic friction engagement devices. In such automatic transmissions, an accumulator is often used to moderate the increase or decrease of the hydraulic pressure in the hydraulic friction engagement device in order to reduce the torque change during gear shifting. The accumulator controls changes in hydraulic pressure in the hydraulic friction engagement device in accordance with accum back pressure applied to the back surface of the piston.

However, since the above accumulator requires a relatively large volume in order to fully exert its function, the hydraulic transmission is provided with a plurality of accumulators because the size of the automatic transmission becomes large. It has been proposed to directly control the internal hydraulic pressure without using an accumulator. For example, JP-A-6-3
That is the shift control device described in Japanese Patent No. 41525.

In the shift control device as described above, for example, a linear solenoid valve for outputting a control pressure and an engagement for adjusting the hydraulic pressure in the hydraulic friction engagement device based on the control pressure from the linear solenoid valve. A pressure regulating valve is provided, and when the predetermined gear stage is achieved, the engaging pressure regulating valve is operated according to the control pressure output from the solenoid valve so that the engaging pressure of the hydraulic friction engagement device operates in the accumulator. It is directly controlled by the electronic control unit without being used.

[0005]

By the way, in the above-mentioned conventional shift control device, when the shift output to the gear stage, which is achieved by engaging a predetermined hydraulic friction engagement device, is started, The control pressure from the linear solenoid valve is applied to the engagement pressure regulating valve that has been in the non-operating state until the engagement pressure regulating valve is actuated, and is supplied to the hydraulic friction engagement device. The engagement pressure rises, but the delay time from when the drive signal is supplied to the linear solenoid valve until the engagement pressure becomes a magnitude corresponding to the magnitude of the drive signal is long, and However, there is a disadvantage that the engagement operation of the hydraulic friction engagement device is delayed. In particular, such inconvenience becomes more remarkable as the temperature of the hydraulic oil becomes lower and the viscosity thereof becomes higher.

The present invention has been made in view of the above circumstances. An object of the present invention is to provide a hydraulic friction engagement device in which the engagement pressure is directly controlled by an engagement pressure regulating valve. It is an object of the present invention to provide a shift control device for an automatic transmission for a vehicle, which can obtain a high response of combined operation.

[0007]

SUMMARY OF THE INVENTION To achieve the above object, the gist of the present invention is to provide a hydraulic friction engagement device which is engaged when shifting from a first gear to a second gear. engaging pressure regulating valve and its to directly control the engagement pressure
Linear solenoid valve that outputs control pressure to the engagement pressure regulator valve
In an automatic transmission for a vehicle having the following, in order to execute the shift from the first gear stage to the second gear stage, the engagement pressure regulating valve is configured to increase the engagement pressure of the hydraulic friction engagement device. A shift control device comprising a shift hydraulic control means for controlling,
The engagement pressure regulating valve is a control valve from the linear solenoid valve.
The thrust based on the control pressure is used to move in the direction of increasing the engagement pressure.
It includes a spool that is, prior to the shift from the first gear to the second gear, spool of the engaging pressure regulating valve
The shift magnitude of which pre Me wait a predetermined operating position Rubenko
Generate the front standby control pressure from the linear solenoid valve.
Drive signal to the linear solenoid valve
That the engagement pressure regulating valve pre-shift waiting means is to include.

[0008]

According to this structure, prior to shifting from the first gear to the second gear, the engagement pressure regulating valve pre-shift standby means makes the spool valve element of the engaging pressure regulating valve. There is then pre Me wait a predetermined operating position. Therefore, when the control pressure for shifting is supplied to the engagement pressure regulating valve in response to the shift output to start the pressure regulating operation of the engagement pressure regulating valve, it is already made to stand by at the predetermined operating position. Therefore, since the engagement pressure is immediately output from the engagement pressure regulating valve,
High responsiveness of the engagement operation of the hydraulic friction engagement device can be obtained. At the same time, wait before shifting from the linear solenoid valve
Since the control pressure for control is output prior to shifting output,
When the high speed output is performed, the switch of the linear solenoid valve has already been
The pool valve is moved to the specified operating position and
Since the response time of the Renoid valve is greatly reduced, shifting output
The response from the start to the engagement pressure rise is improved
It

[0009]

Further, preferably, the engagement pressure regulating valve pre-shift standby means generates the pre-shift standby control pressure or the pre-shift standby control pressure in accordance with the temperature T _{OIL of the} hydraulic oil or the vehicle speed V. To change the drive signal supplied to the linear solenoid valve. For example, the engagement pressure regulating valve pre-shifting standby means includes an oil temperature determination means for determining whether or not the temperature T _{OIL of the} hydraulic oil has reached a preset determination reference value T ₀ or more, and the oil temperature determination is performed. When it is determined by the means that the actual temperature T _OIL is equal to or higher than the determination reference value T ₀ ,
The pre-shift standby control pressure or the drive signal supplied to the linear solenoid valve for generating the pre-shift standby control pressure is changed to zero. As a result, there is an advantage that the control for outputting the pre-shift standby control pressure is not performed in a region where the hydraulic oil temperature T _OIL is relatively high in which the response delay of the engagement pressure regulating valve does not essentially cause a problem.

Preferably, the engagement pressure regulating valve pre-shift standby means comprises a vehicle speed determination means for determining whether or not the vehicle speed V has fallen below a preset determination reference value V _0. When it is determined by the determination means that the actual vehicle speed V has fallen below the determination reference value V ₀ , the linear solenoid valve is generated to generate the pre-shift standby control pressure or the pre-shift standby control pressure. Change the supplied drive signal to zero. As a result, the control pressure output from the linear solenoid valve can be used for other control at low vehicle speed, for example, orifice control for eliminating the N → D operation shock of the shift lever.

Further, preferably, a shift control means for determining a shift from the first gear to the second gear and performing a shift output for realizing the shift, and a shift control by the shift control means. When an output is made, a shift hydraulic pressure control means for controlling the linear solenoid valve so that the engagement pressure is raised in order to realize the shift from the first gear to the second gear. The engagement pressure regulating valve pre-shift standby means outputs a drive signal having substantially the same magnitude as the drive signal supplied to the linear solenoid valve at the start of the rise of the engagement pressure prior to the shift output. By applying the control pressure to the linear solenoid valve, a pre-shift standby control pressure having substantially the same magnitude as the control pressure at the start of the rise of the engagement pressure is generated. With this configuration, when the shift output is performed, the spool valve element of the linear solenoid valve and the spool valve element of the engagement pressure regulating valve are already positioned at the same position as when the engagement pressure starts to rise. Therefore, the rising of the engagement pressure and the response delay of the hydraulic friction engagement device to which the engagement pressure is supplied are suitably eliminated.

Further, preferably, the engagement pressure regulating valve pre-shift standby means determines a pre-shift standby control pressure according to an actual hydraulic oil temperature T _OIL or a vehicle speed V from a relationship stored in advance. A pre-shift standby control pressure determining means is provided. The relationship is a relationship in which the pre-shift standby control pressure decreases as the hydraulic oil temperature T _OIL increases. As a result, the lower the operating oil temperature T _OIL is, the higher the pre-shift standby control pressure is. Therefore, the pre-shift standby control pressure is increased as the response delay time of the engagement pressure regulating valve increases due to the low temperature.
The response delay of the engagement pressure regulating valve is preferably eliminated regardless of the temperature T _{OIL of the} hydraulic oil. The above relationship is a relationship in which the pre-shift standby control pressure increases as the vehicle speed V increases. As a result, the pre-shift standby control pressure increases as the vehicle speed increases, so that the gear shift from the first gear stage to the second gear stage is performed more quickly in the acceleration-oriented traveling.

[0014]

BEST MODE FOR CARRYING OUT THE INVENTION An embodiment of the present invention will be described in detail below with reference to the drawings.

FIG. 1 is a skeleton diagram showing an example of an automatic transmission for a vehicle which is shift-controlled by a shift control device according to an embodiment of the present invention. In the figure, the output of the engine 10 is input to the automatic transmission 14 via the torque converter 12,
It is adapted to be transmitted to the drive wheels via a differential gear unit and an axle not shown.

The torque converter 12 is the engine 1
0 pump impeller 18 connected to crankshaft 16
A turbine runner 22 connected to the input shaft 20 of the automatic transmission 14, a lock-up clutch 24 that directly connects the pump impeller 18 and the turbine runner 22, and a one-way clutch 26 prevent rotation in one direction. And a stator 28 that is installed.

The automatic transmission 14 includes a first transmission 30 for switching between high and low gears and a second transmission 32 for switching between reverse gear and four forward gears. The first transmission 30 includes an HL planetary gear device 34 including a sun gear S0, a ring gear R0, and a planet gear P0 that is rotatably supported by the carrier K0 and meshed with the sun gear S0 and the ring gear R0. The clutch C0 and the one-way clutch F0 are provided between the sun gear S0 and the housing 41, and the brake B0 is provided between the sun gear S0 and the housing 41.

The second transmission 32 is a first planetary gear unit 36 comprising a sun gear S1, a ring gear R1, and a planet gear P1 rotatably supported by the carrier K1 and meshed with the sun gear S1 and the ring gear R1.
, Sun gear S2, ring gear R2, and carrier K
2 and a second planetary gear unit 38, which is rotatably supported by the sun gear S2 and a ring gear R2 and is meshed with the sun gear S2 and the ring gear R2, and the sun gear S3, the ring gear R3, and the carrier K3, which are rotatably supported by the sun gear S2. S3 and a third planetary gear set 40 including a planet gear P3 meshed with the ring gear R3.

The sun gear S1 and the sun gear S2 are integrally connected to each other, the ring gear R1, the carrier K2 and the carrier K3 are integrally connected, and the carrier K3 is connected to the output shaft 42. The ring gear R2 is integrally connected to the sun gear S3. A clutch C1 is provided between the ring gear R2 and the sun gear S3 and the intermediate shaft 44, and the sun gear S1 and the sun gear S are provided.
A clutch C2 is provided between the shaft 2 and the intermediate shaft 44. In addition, a band-type brake B1 for stopping the rotation of the sun gear S1 and the sun gear S2 is provided on the housing 41.
It is provided in. A one-way clutch F1 is provided between the sun gear S1 and the sun gear S2 and the housing 41.
And the brake B2 are provided in series. The one-way clutch F1 is configured to be engaged when the sun gear S1 and the sun gear S2 try to rotate in the opposite direction to the input shaft 20.

A brake B3 is provided between the carrier K1 and the housing 41, and a brake B4 and a one-way clutch F2 are provided in parallel between the ring gear R3 and the housing 41. This one-way clutch F
2 is configured to be engaged when the ring gear R3 tries to rotate in the reverse direction.

In the automatic transmission 14 constructed as described above, for example, according to the operation table shown in FIG. 2, one of the reverse gears and the forward gears of which the gear ratios are sequentially different are switched to either one of the gears. In FIG. 2, a circle indicates an engaged state, a blank indicates a released state, and a ● indicates an engaged state during engine braking. As is clear from FIG. 2, the brake B3 is adapted to be engaged during the gear shift to switch from the first gear stage to the second gear stage.

As shown in FIG. 3, the engine 10 of the vehicle is
The intake pipe is operated by the accelerator pedal 50.
First throttle valve 52 and throttle actuator 54
And a second throttle valve 56 operated by
ing. Also, the rotation speed N of the engine 10_EDetect
Engine rotation speed sensor 58, intake air of engine 10
Intake air amount sensor 60 for detecting the amount Q / N,
Temperature T_AIntake air temperature sensor 62 for detecting the
The opening θ of the throttle valve 52_THThrottle sensor to detect
Rotation speed N of the output shaft 42_OUTThat is, the vehicle speed V
Vehicle speed sensor 66 for detecting, cooling water temperature T of engine 10
_WCooling water temperature sensor 68 to detect the
Operation of brake switch 70 and shift lever 72
Position P_SHOperating position sensor 74 for detecting
Rotational speed N of the clutch C0 _C0Clutch to detect
C0 rotation sensor 73, hydraulic oil temperature T of hydraulic control circuit 84
_{OI L}An oil temperature sensor 75 for detecting
From those sensors, the engine speed N_E, Intake air
Quantity Q / N, intake air temperature T_A, Opening of the first throttle valve
θ_TH, Vehicle speed V, engine cooling water temperature T_W, Brake operation
State BK, shift lever 72 operating position P_SH,clutch
Rotation speed N of C0_C0, Hydraulic oil temperature T_OILIs a signal
Electronic control unit for engine 76 or electronic control unit for shifting 7
It is designed to be supplied to 8.

Further, as shown in FIG. 4, the shift lever 72 is operated to the P range, the R range, the N range, the D range, the 4 range, the 3 range, the 2 range, and the L range located in the front-rear direction of the vehicle. At the same time, the support mechanism is configured such that the range between the D range and the 4 range and the range between the 2 range and the L range are operated in the left-right direction of the vehicle.

The engine electronic control unit 76 of FIG.
A so-called microcomputer including a PU, a RAM, a ROM, and an input / output interface, and a CPU is a RAM
The input signal is processed according to a program stored in advance in the ROM while utilizing the temporary storage function of, and various engine controls are executed. For example, the fuel injection valve 80 is controlled to control the fuel injection amount, the igniter 82 is controlled to control the ignition timing, a bypass valve (not shown) is controlled to control the idle speed, and the throttle actuator is controlled to control the traction. 2nd throttle valve 56 by 54
The fuel injection valve 8 is controlled when the engine speed N _E enters into a preset overspeed region (for example, red zone).
0 is cut off to prevent further increase in engine speed N _E. The engine electronic control unit 76 is connected to a shift electronic control unit 78 so that they can communicate with each other.
A signal required for one side is appropriately transmitted from the other side.

The electronic shift control device 78 is also a microcomputer similar to that described above, and the CPU uses the temporary storage function of the RAM while processing the input signal in accordance with the program stored in the ROM in advance, and the hydraulic control circuit 84. Each solenoid valve or linear solenoid valve is driven. For example,
The electronic shift control device 78 includes a linear solenoid valve SLT for generating a throttle pressure P _TH having a magnitude corresponding to the opening θ _TH of the first throttle valve 52, and a linear solenoid valve SLT for controlling the accumulator back pressure. SLN, lockup clutch 24 engagement, release, slip amount, brake B3
Drive the linear solenoid valve SLU to control the direct control of the clutch and the clutch-to-clutch shift, respectively. Further, the electronic shift control device 78 determines the actual throttle valve opening θ _TH and the vehicle speed V from the previously stored shift diagram.
The gear stage of the automatic transmission 14 is determined based on the above, and the solenoid valve S is used to obtain the determined gear stage and engagement state.
1, S2, S3 are driven, and the solenoid valve S4 is driven when engine braking is generated.

5 and 6 show the essential parts of the hydraulic control circuit 84. 5 and 6, the 1-2 shift valve 88 and the 2-3 shift valve 90 are electromagnetic valves S1 and
A switching valve that is switched based on the output pressure of S2 at the time of shifting from the first speed gear to the second speed and at the time of shifting from the second speed to the third speed.
The numerical value indicating the switching position indicates the gear position. The forward range pressure P _D is set by the shift lever 72 in the forward range (D,
4, 3, 2, L) is a pressure generated from a manual valve (not shown) when it is operated, and is adjusted by a line pressure adjusting valve (not shown) so as to increase according to the throttle valve opening θ _TH. The line pressure P _L is used as the source pressure.

When a shift output for switching from the first gear to the second gear is issued, the forward range pressure P is set.
_D is supplied to the brake B3 via the 1-2 shift valve 88, the 2-3 shift valve 90, the oil passage L01, the B3 control valve 92, and the oil passage L02. Incidentally, 94 is a damper for buffering the sudden supply of the line pressure P _L. Further, when the shift output for switching from the second gear to the third gear is output, the forward range pressure P _D becomes the 2-3 shift valve 9
At the same time as being supplied to the brakes B2 and B2 accumulators 100 through 0 and the oil passage L03, the working oil in the brake B3 is returned to the oil passages L02, B3 control valve 92, oil passage L01, 2-3 shift valve 90, and returned. Oil passage L04, 2-
3 Pressure valve is drained through the timing valve 98,
Branch oil passages L05 and B2 branched from the return oil passage L04
It is adapted to be rapidly drained through the orifice control valve 96.

Back pressure chamber 1 of the B2 accumulator 100
At 00 _B , an accum back pressure P _{AC C} from an accum back pressure control valve (not shown) that generates an accum back pressure P _ACC based on the output pressure P _SLT of the linear solenoid valve _SLT and the output pressure P _SLN of the linear solenoid valve SLN. Is supplied at each shift.

The B3 control valve 92 is connected to the oil passage L0.
1 and the oil passage L02 for opening and closing the spool valve element 104
And the same as the spool valve element 104 with the spring 106 interposed.
Of the diameter larger than that of the spool valve 104
The plunger 108 and the spring 106 are accommodated, and
When the 2-3 shift valve 90 is switched to the third speed side
Forward range pressure P output from it_DThrough oil passage L07
Oil chamber 110 to be received by the operator and the shaft end of the plunger 108
Output pressure P of the linear solenoid valve SLU _SLUTo
And a receiving oil chamber 112. Therefore, B3
The control valve 92, during the process of establishing the second gear,
Output pressure P of linear solenoid valve SLU_SLUAccording to spoo
The valve 104 to the open position shown on the left side of the centerline.
First fill and then after
Supply hydraulic oil from oil passage L01 to oil passage L02 or
Causes the hydraulic oil in the oil passage L02 to flow out to the discharge oil passage L06
As a result, the engagement pressure P in the brake B3_B3The rise of
From the formula 1, the output pressure P_SLUAccumulator based on
The pressure is directly adjusted as in the buffering action by. The Lini
The solenoid valve SLU has its output pressure P_SLUIs for shifting electronic
Supplied from controller 78 to linear solenoid valve SLU
According to command value DSLU (drive duty ratio: unit is%)
While it is configured to increase,
As can be seen, the engagement pressure P in the brake B3_B3And Liniyasore
Output pressure P of the noid valve SLU_SLUCorrespond proportionally to each other
Therefore, the command value DSLU and the brake B3
Combined pressure P_B3Has a unique correspondence with. Above B3 controller
Valve 92 is the output pressure P of the linear solenoid valve SLU._SLU
That is, the command value (drive) for the linear solenoid valve SLU
Duty ratio: Drive signal) Controlled according to DSLU
Of. In the formula 1, S₁ And S₂ Is
The cross-sectional area of the runner 108 and the spool valve element 104.
It

[0030]

[ _Equation 1] P _B3 = P _SLU · S ₁ / S ₂

The B2 orifice control valve 96 is
Rake B2 and B2 accumulator 100 and oil passage L0
3 is opened and closed, and at the same time, the drain oil passage L06 and drain port
Spool valve 114 that opens and closes with the seat 113,
Attach the pool valve 114 toward the first drain position
Biasing spring 116 and shaft end of spool valve 114
Output pressure P of the third solenoid valve S3_S33-4 shifts
And an oil chamber 120 that receives through the valve 118.
It As a result, the third solenoid valve S3 is used when shifting from 3 to 2
Is turned on and its output pressure P_S3Is supplied to the oil chamber 120
It will not be braked by the spool valve 114.
B2 and B2 accumulator 100 and oil passage L03
Open between them and brake B2 and B2 accumulator
Fur that quickly discharges the hydraulic oil from the vibrator 100
The stdrain operation is performed. In addition, in 1 → 2 shift
Is the output pressure of the third solenoid valve S3 when it is turned off.
P _S3Is supplied to the oil chamber 120, the B3 controller is
Operation that is discharged from the roll valve 92 by pressure adjustment operation
A drain oil passage L06 for draining oil and a drain port 113
Is opened to adjust the pressure of the B3 control valve 92.
Is permitted, but when the 1 → 2 shift is completed, the third solenoid valve S
3 is turned on and the drain oil passage L06 and drain port 1
B3 control valve by closing between 13 and
The pressure regulating operation of 92 is stopped.

The 2-3 timing valve 98 is involved in shifting from the second gear to the third gear, and regulates the release pressure from the brake B3 from the linear solenoid valve SLU according to the output pressure P _SLU. Function as. That is, 2-
In the 3 timing valve 98, the forward range pressure P _D output from the 2-3 shift valve 90 when the 2 → 3 shift is output is the 3-4 shift valve 118 and the solenoid relay valve 122.
Brake B3 by connecting the supply port 124, the drain port 126, and the oil passage L04 to the supply port 124 or the drain port 126.
Valve 128 for adjusting the pressure P _B3 during the drain period
And a first valve provided concentrically with the spool valve element 128 via the spring 130 and having the same diameter as the spool valve element 128.
Plunger 132 and spool valve 128 are provided concentrically with each other and abuttable at one end thereof.
The second plunger 134 having a diameter larger than 28 and the spring 130 are accommodated, and the forward range pressure P _D output from the 2-3 shift valve 90 when the 2-3 shift valve 90 is switched to the second speed side is supplied to the oil passage L08. And an oil chamber 136 which is provided at the shaft end of the first plunger 132 and receives the output pressure P _SLU from the linear solenoid valve SLU.
And an oil chamber 140 that is provided at the shaft end of the second plunger 134 and receives the hydraulic pressure P _B2 in the brake B2, and a feedback oil chamber 142 that receives the feedback pressure.

Therefore, the cross-sectional area of the spool valve element 128 and the first plunger 132 is S ₃ , and the spool valve element 12 is
8, the cross-sectional area of the land on the second plunger 134 side is S ₄ ,
If the sectional area of the second plunger 134 is S ₅ , 2 → 3
Brake B in the releasing process in the state where the shift output is output
The pressure P _B3 of No. 3 decreases according to the increase of the engagement pressure P _B2 of the brake B2 from the mathematical expression 2 by the pressure adjustment operation by the 2-3 timing valve 98, and the output pressure P of the linear solenoid valve SLU.
_The pressure is adjusted to increase according to _SLU .

[0034]

[ _Formula 2] P _B3 = P _SLU · S ₃ / (S ₃ −S ₄ ) −P _B2 ·
_{S 5 / (S 3 -S 4} )

Further, when the forward range pressure P _D output from the 2-3 shift valve 90 switched to the second speed side is supplied to the oil chamber 136, the 2-3 timing valve 98 sends the spool valve to the spool valve. The child 128 is adapted to be locked. This is also the oil chamber 138 and B of the 2-3 timing valve 98.
Since the oil chamber 112 of the No. 3 control valve 92 is connected, the volume change of the oil chamber 138 of the 2-3 timing valve 98 is prevented in the state of the first speed and the second speed to prevent the B3 control valve 92 from changing in volume. This is to prevent the pressure regulating operation from being affected.

[0036] C0 exhaust valve 150, the output pressure P _S4 of the third but brought into the closed position in accordance with the hydraulic pressure in the output pressure P _S3 and the oil passage L01 of the solenoid valve S3, the fourth solenoid valve S4
According to the second speed, the line pressure P _L supplied via the spool valve element 152, which is not shown, when the 4-5 shift valve (not shown) is in the switching state of the fourth speed or lower. And the clutch C when not in the 5th speed
0 and C0 accumulator 154.

FIG. 7 is a view for explaining the structure of the linear solenoid valve SLU. In the figure, the linear solenoid valve SLU generates an output pressure, that is, a control pressure P _SLU as the drive signal, that is, a command value (drive duty ratio) DSLU supplied from the electronic shift control device 78 increases, as shown in FIG. Let Linear solenoid valve SLU
Is a supply port 142 to which a constant source pressure supplied from a pressure regulating valve (not shown) and an output port 143 for outputting the control pressure P _SLU , and a spool valve element for opening / closing between the supply port 142 and the output port 143. 144
A spring 145 for urging the spool valve element 144 in the valve closing direction, a solenoid 146 for urging the spool valve element 144 in the valve opening direction according to the drive signal DSLU, and a thrust force in the valve closing direction for the spool valve element 144. A feedback oil chamber 147 for introducing the control pressure P _SLU to generate the control pressure P _SLU is provided. As the drive signal DSLU increases, the spool valve element 144 is pushed down toward the spring 145 side to increase the control pressure P _SLU. ing.

In the shift control device configured as described above, when the 1 → 2 shift determination is made and the shift output for achieving the second gear is output, the 1-2 shift valve 88 Is switched from the first speed side to the second speed side. As a result, the forward range pressure P _D is increased by the 1-2 shift valve 88, 2.
-3 shift valve 90, oil passage L01, B3 control valve 9
It is supplied to the brake B3 via 2. 1 → 2 like this
During the shift period of the shift, the engagement pressure P _B3 in the brake _B3 is directly controlled by using the B3 control valve 92 to raise the engagement pressure P _B3 according to a predetermined procedure.

FIG. 9 is a functional block diagram for explaining a main part of the control function of the electronic shift control device 78. In the figure, the automatic transmission 14 is a hydraulic friction engagement device (brake B3) that is engaged to achieve the second speed or is disengaged to achieve the first speed.
When the engagement pressure regulating valve and (B3 control valve 92) is provided which applies directly regulates the hydraulic P _B3 in the brake B3.

The shift control means 158 opens the actual throttle valve from a prestored basic shift diagram consisting of a plurality of upshift shift lines and downshift shift lines corresponding to the type of shift between each gear. The shift determination of the automatic transmission 14 is performed based on the degree θ _TH and the vehicle speed V, and the solenoid valve S is used to achieve the shift destination gear position determined by the shift determination.
The output of the drive signal for driving 1, S2, S3, that is, the shift output is executed. The basic shift diagram is well known in a control device for an automatic transmission.

The shift hydraulic pressure control means 160 outputs a command value DSLU for controlling the B3 control valve 92 to the linear solenoid valve SLU when the shift control means 158 performs shift output related to the brake B3. Then, the transitional engagement pressure of the engagement pressure P _B3 of the brake B3 during the shift period is controlled in a predetermined procedure. For example, when the 1 → 2 shift is output, the shift hydraulic pressure control means 160 causes the rapid supply (first fill) control for quickly filling the hydraulic fluid in the brake B3 and the brake B3 in the brake B3 as shown in FIG. Stand-by control during shifting for maintaining the engagement pressure P _B3 of the brake B 3 to such an extent that a slight engagement torque is generated, the brake B 3
In order to smoothly increase the engagement torque of the engine regardless of the engine load, the engagement pressure P _B3 in the brake B3 is set to the engine load at that time, that is, the throttle valve opening θ _TH, until a decrease in the clutch rotational speed N _C0 is detected. Sweep control for increasing the magnitude and rate of change according to the above, and the engagement pressure P in the brake B3 so that the decrease speed of the clutch rotation speed N _C0 becomes a predetermined target value until full engagement of the brake B3 is detected.
Feedback control for controlling _B3 is sequentially executed.

The engagement pressure regulating valve pre-shift standby means 162 is a shift output by the shift control means 158 from the first gear stage to the second gear stage, for example, from the first gear stage to the second gear stage. → Prior to the shift output for realizing the 2nd shift, the control pressure P _SLUTA for standby before shift is changed from the linear solenoid valve SLU.
Is output, the spool valve element 104 of the B3 control valve 92 is made to stand by at a predetermined operating position in advance.
The pre-shift standby control pressure P _SLUTA is the linear solenoid valve SL at the start of the engagement pressure P _B3 rising by the shift hydraulic control means 160 (the rapid supply section t _{1 to} t _{2 in} FIG. 10).
A drive signal DSLU _TA having substantially the same magnitude as the drive signal DSLU supplied to U is applied to the linear solenoid valve SLU prior to the shift output so that the engagement pressure P _{B3 at} the start-up position can be set. At the same position, the spool valve 104 of the B3 control valve 92 is made to stand by in advance.

Further, the engagement pressure regulating valve pre-shift standby means 1
Reference _numeral 62 denotes an oil temperature determination means 16 for determining whether or not the temperature T _OIL of the hydraulic oil has become equal to or higher than a preset determination reference value T _0.
4 and the actual temperature T is determined by the oil temperature determination means 164.
_{When it} is determined that the _OIL becomes equal to or greater than the determination reference value T ₀ , the spool valve 104 of the B3 control valve 92
Pre-shift standby control pressure P for moving the vehicle to the standby position
_{Change SLUTA} to zero. This judgment reference value T ₀ is the upper limit value of the temperature range in which the pre-shift standby control pressure P _SLUTA is generated because the response delay of the B3 control valve 92 is large in relation to the viscosity of the hydraulic oil, and is 40 ° C., for example. The temperature is set to about.

Further, preferably, the engagement pressure regulating valve pre-shift standby means 162 determines a vehicle speed determination means 166 for determining whether or not the vehicle speed V is below a preset determination reference value V _0.
When the vehicle speed determination means 166 determines that the actual vehicle speed V has fallen below the determination reference value V ₀ , the standby for placing the spool valve 104 of the B3 control valve 92 in the standby position. The control pressure P _SLUTA is changed to zero. This judgment reference value V ₀ is set to a value sufficiently higher than the vehicle speed at which the orifice switching control for canceling the N → D operation shock of the shift lever 72 is executed, for example, 5 to 9 km / A value of about h is adopted.

FIG. 11 is a flow chart for explaining the main part of the control operation by the electronic shift control device 78.
2 shows a two-shift control routine. The flow chart corresponding to the shift control means 158 is well known and therefore omitted.

In FIG. 11, at SA1, it is judged whether the shift control means 158 has performed the 1 → 2 shift output. If the determination of SA1 is denied, 1
→ Control SA for positioning the spool valve element 104 of the B3 control valve 92 to the standby position prior to the 2nd speed output
2 to SA6 are executed, but if the result is affirmative, the brake B is increased by raising the engagement pressure P _B3 in a predetermined procedure.
Control SA for smoothly engaging 3 to perform 1 → 2 shift
7 to SA13 are executed.

If the determination at SA1 is negative, S
At A2, it is determined whether or not it is the first gear that is a prerequisite for the 1 → 2 shift. This is because the control pressure P _SLU output from the linear solenoid valve SLU is used for slip or engagement control of the lockup clutch 24 at the third speed or higher. If the determination of SA2 is denied, SA6
This routine is terminated after the control pressure P _SLU is set to zero in step _S. However, if the result is affirmative, in SA3 corresponding to the vehicle speed determination means 166, the actual vehicle speed V is set to the preset reference value V. _It is determined whether it is lower than ₀ . If the determination in SA3 is affirmative, the control pressure P _SLU is set to zero in SA6, and then this routine is terminated, but if the determination is negative, the oil temperature determination means 164 is executed.
At SA4 corresponding to, it is determined whether or not the actual hydraulic oil temperature T _OIL is lower than a preset determination reference value T ₀ .

If the determination at SA4 is negative, then SA
Control pressure P at 6_SLUAfter this is set to zero, this routine
If it is affirmed, the engagement pressure is adjusted.
At SA5 corresponding to the valve shift pre-standby means 162,
Drive signal DSLU set for_TAIs a linear solenoid valve
By being output to the SLU, the control pressure P for standby before shifting is
_SLUTAIs supplied to the B3 control valve 92. Figure 10
Section t₀~ T₁Indicates this state. At this time
Drive signal DSLU_TAIs the first rapid supply zone after shifting output
Control pressure P between_SLUDrive signal DSLU for generating
_ABy setting the same value as
Control pressure P_SLUTAIs the same value as the rapid supply section
It

If the determination of SA1 is affirmative, S
The drive signal is generated by the rapid supply control of A7.
DSLU is the preset step value DSLU_AIn advance
Set section t₁~ T₂Only maintained. This step
Value DSLU_AAnd section t ₁~ T₂Is the brake B3
By quickly supplying and filling hydraulic oil into the
It has been experimentally obtained in advance in order to improve the responsiveness.
It This activates through the B3 control valve 92
Oil is quickly supplied into the brake B3. 11 t
₂ The time point indicates this state. At this time, 1 → 2 shift output
Prior to shifting, the standby control pressure P_SLUTAIs Linya Soleno
Since it is output from the id valve SLU, B3 control
The spool valve 104 of the valve 92 has the rapid supply control section t
₁~ T₂Already in the same predetermined operating position as
Response time of B3 control valve 92 is greatly reduced
Therefore, as shown in FIG. 12, the engagement pressure is changed from the 1 → 2 shift output.
P _B3In the conventional case where the response up to the rise of
It is preferably improved in comparison with.

At SA8, the standby pressure control during shifting is executed.
Drive signal DSLU is set in advance by
Standby command value during shifting DSLU_BSection t preset to₂
~ T ₃Only maintained. This shift command standby value DSLU
_BAnd section t₂~ T₃Slightly engages the brake B3
It has been experimentally obtained in advance so that torque can be generated.
is there. As a result, the engagement pressure P in the brake B3_B3Is above
Standby command value during shifting DSLU_BTo the pressure corresponding to₂~
t₃Only maintained. T in FIG.₃ Time points show this state
You The section t₁~ T₂And t₂~ T₃Is shown
Not controlled by a timer on software.

When the standby pressure control during shifting is completed as described above, the sweep control is executed in SA9.
This sweep control is for gradually increasing the engagement torque of the brake B3 according to the engine load. That is, by the above-mentioned sweep control, when the engine load is small, the shift shock is relatively conspicuous and therefore the engagement torque is gradually increased, while when the engine load is large, the shift shock is relatively unnoticeable. The engagement torque is immediately increased.

Next, at SA10, it is judged whether or not the decrease of the clutch rotation speed N _C0 has started, for example, by using a well-known algorithm for judging a turning point or an upper peak of the clutch rotation speed N _C0. . This SA10
If the determination is NO, the sweep control of SA9 is repeatedly executed, but if the determination is YES, the rotational speed change of the rotary member such as the input shaft 20 is started due to the increase of the engagement torque of the brake B3. Since it is in a closed state, SA
11 feedback control is performed. T _{4 in} FIG.
Indicates the starting point of this feedback control. In this feedback control of SA11, the target reduction speed of the preset clutch rotational speed N _C0 is compared with the actual reduction speed, and the command value DSLU for the linear solenoid valve SLU is eliminated so that the difference between them, that is, the control deviation is eliminated.
Is sequentially adjusted in accordance with the magnitude of the control deviation and the changing speed of the control deviation.

Next, at SA12, it is determined whether or not the brake B3 is completely engaged, for example, the automatic transmission 14
Input shaft rotation speed N _IN, that is, N _C0 and output shaft rotation speed N
_The determination is made based on whether or not the actual gear ratio γ (= N _IN / N _OUT ) which is the ratio with _OUT matches the gear ratio γ ₂ of the second gear. If the determination at SA12 is negative, the steps from SA11 onward are repeatedly executed, but if the determination is affirmative, at SA13, the command value DSLU is the maximum value DS.
LU _{max is set,} and the engagement pressure P _{B3 of the} brake B3 is set to its maximum value, the forward range pressure P _D (= line pressure P _L ). T _{5 in} FIG. 10 indicates this point. As described above, since SA7 to SA13 control the engagement pressure P _B3 of the brake B3 in a predetermined procedure during the 1 → 2 shift,
It corresponds to the shift hydraulic pressure control means 160.

As described above, according to this embodiment, the first speed
Prior to the 1 → 2 shift from the gear stage to the second gear stage,
By means of the pre-shift shifting standby means 162 (SA5)
3 Spool valve 104 of control valve 92
Since it can be made to stand by at the moving position in advance, it can output 1 → 2 shifts
In response, the control pressure P for shifting is applied to the B3 control valve 92.
_SLUIs supplied to the B3 control valve 9
When the pressure regulating operation of No. 2 is started, the B3 control valve 9
The second spool valve element 104 is already in the standby position.
Therefore, as shown in FIG. 12, immediately B3
Engagement pressure P from control valve 92_B3Is output,
A high responsiveness of the engagement operation of the brake B3 is obtained.
It

Further, in this embodiment, the linear solenoid valve SLU for outputting the control pressure P _SLU to the B3 control valve 92.
Is provided, and the B3 control valve 92 is moved in the engagement pressure increasing direction by the thrust _force based on the control pressure P _SLU from the linear solenoid valve SLU.
04, the engagement pressure regulating valve pre-shift standby means 162 (SA
5) sends a drive signal DSLU _TA to the linear solenoid valve SLU so that the linear solenoid valve SLU generates a pre-shift standby control pressure P _SLUTA that causes the spool valve element 104 to wait at a predetermined operating position. Since the linear solenoid valve SLU outputs the pre-shift standby control pressure P _SLUTA before the 1 → 2 shift output, as shown in FIG. 12, when the 1 → 2 shift output is performed, Spool valve 1 of linear solenoid valve SLU already
Since 44 is moved to the predetermined operating position and the response time of the linear solenoid valve SLU is significantly reduced, the response from the 1 → 2 shift output to the rise of the engagement pressure P _B3 is further improved.

Further, in this embodiment, the engagement pressure regulating valve pre-shift standby means 162 (SA4, SA5) has a temperature T of the hydraulic oil.
_The oil temperature determination means 164 (SA4) for determining whether or not the _OIL becomes equal to or higher than the preset determination reference value T ₀ is provided, and the actual temperature T _OIL is determined by the oil temperature determination means 164 to be equal to or higher than the determination reference value T _0. When it is determined that the drive signal DSLU _TA supplied to the linear solenoid valve SLU for generating the pre-shift standby control pressure P _SLUTA or the pre-shift standby control pressure is changed to zero, There is an advantage that the control for outputting the pre-shift standby control pressure P _SLUTA is not performed in a region where the hydraulic oil temperature T _{OIL in} which the response delay of the B3 control valve 92 does not inherently cause a problem is relatively high.

Further, in this embodiment, the engagement pressure regulating valve pre-shift standby means 162 (SA3, SA5) determines whether or not the vehicle speed V has fallen below a preset judgment reference value V _0. Means 166 (SA3), and when the vehicle speed determination means 166 determines that the actual vehicle speed V falls below the determination reference value V ₀ , the pre-shift standby control pressure P
_{Since the} drive signal DSLU _TA supplied to the linear solenoid valve SLU is changed to zero in order to generate the _SLUTA or its pre-shift standby control pressure P _SLUTA , the linear solenoid valve SLU is changed.
The control pressure P _SLU output from _SLU can be used for other control at low vehicle speed, for example, orifice control for eliminating the N → D operation shock of the shift lever.

In this embodiment, the shift control means 158 is also provided.
If 1 → 2 shift output is performed by
A shift hydraulic pressure control means 160 (SA7 to SA13) for controlling the linear solenoid valve SLU so that the engagement pressure P _B3 is raised to realize the two shifts is provided, and the engagement pressure regulating valve pre-shift standby means 162 is provided. , The drive signal DSLU having substantially the same magnitude as the drive signal DSLU _A supplied to the linear solenoid valve SLU at the start of the rise of the engagement pressure P _B3.
By applying _TA to the linear solenoid valve SLU prior to the 1 → 2 shift output, a pre-shift standby control pressure P _SLUTA having substantially the same magnitude as the control pressure at the start of the engagement pressure P _B3 is started. Therefore, when the 1 → 2 shift output is performed, the spool valve element 144 of the linear solenoid valve SLU and the spool valve element 104 of the B3 control valve 92 have already started the engagement pressure P _B3. since being is located in the same position as _1, the response delay of the brake B3 to rise and its engagement pressure P _B3 of the engagement pressure P _B3 is supplied is suitably eliminated.

13 and 14 are a part of a functional block diagram for explaining the main control functions of the electronic shift control device 78 in another embodiment of the present invention, and the control of the electronic shift control device 78. The part of the flowchart explaining the principal part of operation is shown. In the following description, the same parts as those in the above-described embodiment will be designated by the same reference numerals and the description thereof will be omitted.

In FIG. 13, the engagement pressure regulating valve pre-shift standby means 162 is based on the actual hydraulic oil temperature T _OIL from the relationship shown in FIG. 15, for example, the pre-shift standby control pressure P _SLUTA.
A pre-shift standby control pressure determining means 168 for determining
The pre-shift standby control pressure P _SLUTA determined by the pre-shift standby control pressure determining means 168 is supplied to the B3 control valve 92 prior to the 1 → 2 shift output. The relationship of FIG. 15 is that the hydraulic oil temperature T is lower than the judgment reference temperature T _0.
The lower the _OIL , the higher the pre-shift standby control pressure P _SLUTA is set.

As shown in FIG. 14, the flowchart of this embodiment is provided with SA4-1 instead of SA4 in the flowchart of FIG. 14, in SA4-1 corresponding to the pre-shift standby control pressure determining means 168, the pre-shift standby control pressure P _SLUTA is determined based on the actual hydraulic oil temperature T _OIL from the relationship shown in FIG. To be done. Then, in the subsequent SA5, the drive signal DSL for generating the pre-shift standby control pressure P _SLUTA
U _TA is output.

According to this embodiment, the engagement pressure regulating valve pre-shift standby means 162 (SA5) controls the pre-shift standby control according to the actual temperature T _OIL of the hydraulic oil from the relationship of FIG. 15 stored in advance. The pre-shift standby control pressure determining means 168 (SA4-1) for determining the pressure P _SLUTA is provided, and the actual pre-shift standby control pressure P _SLUTA increases as the hydraulic oil temperature T _OIL decreases. Since the pre-shift standby control pressure P _{SL UTA} determined on the basis of the temperature T _OIL is supplied to the B3 control valve 92, the B3 control valve 92 is controlled by the low temperature.
As the response delay time increases, the pre-shift standby control pressure P
_{Since SLUTA} is increased, the response delay of the B3 control valve 92 is preferably eliminated regardless of the temperature T _{OIL of the} hydraulic oil.

As in the above embodiment, the SA3 shown in FIG.
Therefore, based on the relationship shown in FIG. 16, the actual vehicle speed V is changed.
Pre-standby control pressure P_SLUTATo determine (before shifting
Standby control pressure determining means) may be provided. This Figure 1
The relationship shown in FIG.₀In the above range,
The higher the vehicle speed V, the standby control pressure P before shifting_SLUTAIs increasing
It is a relationship to add. As a result, as the vehicle speed V increases
Control pressure P for standby before shifting _SLUTAThe acceleration finger
As the vehicle travels in the opposite direction, the 1-> 2 shift is performed more quickly.

Although one embodiment of the present invention has been described in detail with reference to the drawings, the present invention can be implemented in other modes.

For example, in the embodiment shown in FIG.
→ Standby control pressure P _SLUTA or drive signal DS before 2 shifts
LU _TA and 1 → 2 control pressure of the speed change just after the interval t ₁ ~t ₂ P
_{The SLUA and the} drive signal DSLU _A have the same value as each other, but they may not necessarily have the same value. Before shifting from 1 to 2 shifts, the linear solenoid valve SLU to B
3 Standby control pressure P supplied to the control valve 92
_SLUTA or electronic control unit 78 to linear solenoid valve
The drive signal DSLU _TA output to the SLU is the control pressure P
_Even if the value is larger or smaller than _SLUA or the drive signal DSLU _A , the response improving effect of the B3 control valve 92 can be obtained.

Further, in the above embodiment, the 1 → 2 shift in which the brake B3 is engaged has been described, but other shifts may be used. In short, it suffices as long as the gear shift is executed by the engagement operation of the friction engagement device whose engagement pressure is controlled by the engagement pressure regulating valve.

Further, in the above-described embodiment, the B3 control valve 92 of the type in which the spool valve element 104 is moved in the increasing direction of the engagement pressure P _{B3 as} the control pressure P _SLU is increased is used. The spool valve element 104 may be moved in the decreasing direction of the engagement pressure P _B3 as P _SLU increases. Further, the linear solenoid valve SLU of the above-described embodiment is configured to output the control pressure P _SLU which increases as the drive signal DSLU increases, but the control pressure P _SLU which decreases as the drive signal DSLU increases. P
_It may be configured to output the _SLU .

In the flow charts of FIGS. 11 and 14, the steps may be added or the contents of the steps may be changed within the range in which the same control function is achieved.

Although not illustrated one by one, the present invention can be implemented in various modified and improved modes based on the knowledge of those skilled in the art.

[Brief description of drawings]

FIG. 1 is a skeleton diagram illustrating a configuration of an automatic transmission for a vehicle controlled by a shift control device according to an embodiment of the present invention.

FIG. 2 is a table showing a relationship between a combination of operations of a plurality of friction engagement devices and gear stages established by the combination in the automatic transmission of FIG.

3 is a block diagram including a hydraulic control circuit and an electric control circuit for controlling the automatic transmission of FIG.

FIG. 4 is a diagram illustrating an operating position of a shift lever of FIG.

5 is a diagram illustrating a main part of the hydraulic control circuit of FIG.

FIG. 6 is a diagram illustrating a main part of the hydraulic control circuit of FIG.

FIG. 7 is a diagram illustrating in detail the configuration of the linear solenoid valve SLU of FIG.

FIG. 8 is a diagram illustrating output characteristics of the linear solenoid valve SLU of FIG.

9 is a functional block diagram illustrating a main part of a control function of the electronic shift control device of FIG.

10 is a time chart illustrating a control operation of the electronic shift control device of FIG.

11 is a flowchart illustrating a main part of a control operation of the electronic shift control device of FIG.

FIG. 12 is a diagram for explaining the responsiveness of the engagement pressure obtained by the control operation of the electronic shifting control device of FIG. 3 in comparison with the conventional one shown by a broken line.

FIG. 13 is a diagram showing a part of a functional block diagram for explaining a control function of an electronic control device for shifting according to another embodiment of the present invention.

FIG. 14 is a diagram showing a part of a flowchart for explaining a control operation of the electronic shift control device in the embodiment of FIG. 13;

FIG. 15 is a diagram illustrating a relationship used in the embodiment of FIG.

FIG. 16 is a diagram illustrating a relationship used in another embodiment of the present invention.

[Explanation of symbols]

14: Automatic transmission 92: B3 control valve (engagement pressure regulating valve) 160: Shift hydraulic pressure control means 162: Stand-by means for engaging pressure regulating valve before shifting 164: Oil temperature determination means 166: Vehicle speed determination means 168: Standby control pressure determining means before shifting SLU: Linear solenoid valve

─────────────────────────────────────────────────── ─── Continuation of the front page (58) Fields surveyed (Int.Cl. ⁷ , DB name) F16H 59/00-61/12 F16H 61/16-61/24 F16H 63/40-63/48

Claims (8)

(57) [Claims] 1. An engagement pressure regulating valve for directly controlling an engagement pressure of a hydraulic friction engagement device which is engaged during a shift from a first gear to a second gear, and the engagement pressure. Controlled by pressure regulator
In a vehicular automatic transmission having a linear solenoid valve for outputting pressure , the engagement pressure regulator valve is provided with the hydraulic friction clutch in order to execute a shift from the first gear stage to the second gear stage. A shift control device comprising shift hydraulic control means for controlling the increase of the engagement pressure of the coupling device, wherein the engagement pressure regulating valve is a control valve from the linear solenoid valve.
The thrust based on the control pressure is used to move in the direction of increasing the engagement pressure.
Includes a spool that is, prior to the shift from the first gear to the second gear position, the size of which the engaging pressure regulating pre Me wait a spool valve element of the valve to a predetermined operating position The control pressure for standby before shifting is
In order to generate from the near solenoid valve, the linear solenoid
A shift control device for an automatic transmission for a vehicle, comprising: an engagement pressure regulating valve before-shift standby means for supplying a drive signal to a noid valve . 2. The engagement pressure regulating valve pre-shift shifting standby means is
The standby control pressure before shifting is generated according to the temperature of the hydraulic oil.
Drive signal supplied to the linear solenoid valve for
The change of the automatic transmission for a vehicle according to claim 1, wherein
Speed control device. 3. The engagement pressure regulating valve pre-shift shifting standby means is
Has the temperature of the hydraulic oil exceeded the preset judgment reference value?
Equipped with an oil temperature determination means for determining whether or not the oil temperature determination means
It is determined that the actual temperature has exceeded the reference value.
If it occurs, the standby control pressure before shifting is generated.
Change the drive signal supplied to the linear solenoid valve to zero.
The automatic transmission for vehicles according to claim 1 or 2
Shift control device. 4. The engagement pressure regulating valve pre-shift standby means is a vehicle.
In order to generate the pre-shift standby control pressure according to the speed
Change the drive signal supplied to the linear solenoid valve
The vehicle automatic change according to any one of claims 1 to 3.
Speed change control device. 5. The standby means before shifting the engagement pressure regulating valve is a vehicle.
It is possible to determine whether the speed has fallen below a preset judgment reference value.
The vehicle speed determining means for determining Actually
If it is determined that the vehicle speed of the vehicle is below the reference value
Is used to generate the standby control pressure before shifting.
Change the drive signal supplied to the solenoid valve to zero
The automatic transmission for vehicles according to any one of claims 1 to 4.
Shift control device. 6. From the first gear to the second gear
Determine the shift and output the shift to realize the shift.
The shift control means, and the shift output is performed by the shift control means.
If it is broken, change from the above first gear to the second gear.
So that the engagement pressure can be raised to realize the gear shift of
Shift hydraulic pressure control means for controlling the linear solenoid valve,
And the engagement pressure regulating valve pre-shift standby means is
When the engagement pressure starts to rise, the linear solenoid valve
The drive signal of about the same size as the drive signal supplied is
Applying to linear solenoid valve prior to shifting output
Is approximately the same as the control pressure at the start of the engagement pressure startup.
A contractor that generates a large amount of standby control pressure before shifting.
Shift control of the automatic transmission for vehicle according to any one of the first to fifth requirements
apparatus. 7. The engagement pressure adjusting valve pre-shift shifting standby means is
The speed is changed according to the actual hydraulic oil temperature from the stored relationship.
Pre-shift standby control pressure determining means for determining front standby control pressure
A vehicle according to any one of claims 1 to 6, further comprising:
Shift control device for automatic transmission. 8. The engagement pressure regulating valve pre-shift standby means is
Because of the memorized relationship, it is for standby before shifting depending on the actual vehicle speed
A pre-shift standby control pressure determining means for determining the control pressure is provided.
A vehicle automatic shift according to any one of claims 1 to 7.
Gear shift control device.