JPH08312771A - Control device for automatic transmission - Google Patents

Abstract

PURPOSE: To perform execution without the occurrence of a speed change shock and a delay of a speed change by a method wherein a shift from a first speed to a second speed is judged whether a drive or a non-drive state of an automatic transmission and a shift to a third speed is effected by controlling and indicating in a way different between a case that the automatic transmission is decided to be in a drive state and a case that it is decided to be in a non-drive state. CONSTITUTION: It is judged by a power ON and OFF judging means 6 whether a shift from a first speed to a second speed is effected in the drive state or the non-drive state of an automatic transmission 3. When engagement of a first frictional engaging device 1 is judged by an engagement judging means 5, a shift to a third speed judged by a multiplex shift judging means 4 is indicated so that control is made by a shift indication means 7 in a way different between a case that the drive state of the automatic transmission 3 is decided by the power ON and OFF deciding means 6 and a case that the non-drive state thereof is decided thereby. This constitution performs execution without the occurrence of a shift shock and a delay of a shift.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a control device for an automatic transmission for a vehicle, and more particularly to a device for controlling shifts involving clutch-to-clutch shifts.

[0002]

2. Description of the Related Art One-way clutches have been reduced as much as possible in order to reduce the size and weight of automatic transmissions. In this type of automatic transmission, it is necessary to switch at least two friction engagement devices in the engaged / released state at the same time when shifting from one gear set to another gear without using a one-way clutch. This is called a so-called clutch-to-clutch shift, and in that case, various controls are required according to the mode of shift. Such clutches
An example of an automatic transmission that performs clutch shifting is the actual open sho 62-6.
No. 6049.

As described above, the clutch-to-clutch shift is a shift achieved by releasing a friction engagement device such as a predetermined clutch or brake and engaging another friction engagement device. The progress of gear shifting differs depending on the state of the torque capacity of the friction engagement device. That is, by transiently bringing both friction engagement devices into the engaged state, or conversely, putting both friction engagement devices into the released state, a change in the rotational speed of a predetermined rotating element such as an engine or a turbine occurs. However, if the control is inadequate, a so-called tie-up state will occur and the torque drop will be large, which will worsen the shift shock, and conversely will cause an overshoot in which the engine speed temporarily increases. Sometimes. Therefore, conventionally, the engagement pressures of the friction engagement devices involved in clutch-to-clutch gear shifting are controlled in association with each other, or by controlling according to the situation of rotational change, so that gear shift shock and engine overshoot can be prevented. Is being prevented.

[0004]

After the shift output of the clutch-to-clutch shift described above is performed, that is, when the shift determination to another shift stage is established during the shift,
Since the gear change being executed is a gear change that changes the engagement state of the two friction engagement devices, it is possible that gear change to another gear is uniformly executed during the clutch-to-clutch gear change. Shocks may be exacerbated or, conversely, engine overshoot may occur. In order to prevent such an inconvenience, it is conceivable to execute the shift to the other gear after the clutch-to-clutch shift is completed. However, in this case, the delay of the shift becomes remarkable, and so-called rattling occurs. A feeling may occur.

Therefore, depending on the state of engagement of the two friction engagement devices involved in clutch-to-clutch gear shifting,
It is conceivable to control the shift to another shift stage.
However, even if such control is performed, the manner in which the rotation of the rotary element changes in accordance with the change in the engagement state of the friction engagement device is not uniform, so that both deterioration of the shift shock and delay of the shift can be prevented. Not necessarily.

The present invention has been made in view of the above circumstances, and it is possible to execute another shift in the middle of shift of clutch-to-clutch shift without causing shift shock or delay of shift. It is an object of the present invention to provide a control device that can be used.

[0007]

SUMMARY OF THE INVENTION In order to achieve the above object, the present invention provides a clutch-to-clutch gear shift in a power-on state (a drive state of an automatic transmission) or, conversely, a power It is characterized in that it is configured to judge whether the operation is performed in the off state (the non-driving state of the automatic transmission), and to control the multiple shift during clutch-to-clutch shift depending on the determination result. Is.

More specifically, according to the present invention, as shown in FIG. 1, the first gear shift operation is performed by releasing the first friction engagement device 1 and engaging the second friction engagement device 2. In the control device for the automatic transmission 3 that shifts from the first shift stage to the second shift stage, the shift determination from the first shift stage to the second shift stage to the third shift stage is established. The multiple shift determining means 4 for determining, and the multiple shift determining means 4 for determining the engagement state of the first friction engagement device 1 when the multiple shift determining means 4 determines that the shift determination to the third shift stage is established. And a power on / off determination means for determining whether the shift from the first shift stage to the second shift stage is performed in the driving state or the non-driving state of the automatic transmission 3. 6 and when the engagement determination means 5 determines the engagement of the first friction engagement device 1, The shift to the third shift stage determined by the shift determining unit 4 differs depending on whether the power-on / off determining unit 6 determines the driving state of the automatic transmission 3 or the non-driving state. And a gear shift instructing means 7 for instructing the control.

[0009]

In the present invention, the shift from the first gear to the second gear releases the first friction engagement device 1 and engages the second friction engagement device 2. Achieved by This gear shift occurs in both the driving state and the non-driving state of the automatic transmission 3, and the driving / non-driving state thereof is judged by the power on / off judging means 6. Further, when the state in which the shift to the third shift stage is to be performed after the shift output from the first shift stage to the second shift stage is established, it is indicated that the shift should be performed by the multiple shift determination means 4
Judge.

When the determination of the shift to the third shift stage is established, that is, when the multiple shift is determined, the engagement determination means 5 engages the first friction engagement device 1, that is, the engagement is performed. To determine whether it is open or free. Then, the shift determination to the third shift stage is established during the shift from the first shift stage to the second shift stage, and it is determined that the first friction engagement device 1 is in the engaged state at that time. If so, the shift instruction means 7
Outputs a shift instruction so that different shift control is performed depending on whether the automatic transmission 3 is driven or not. Therefore, since the shift control to the third shift stage is the control suitable for the rotation fluctuation due to the change of the engagement state of the friction engagement devices 1 and 2, the shift shock is aggravated or the shift delay is delayed. Is prevented from occurring.

[0011]

EXAMPLES The present invention will now be described in detail based on examples. FIG. 2 is an overall control system diagram showing an embodiment of the present invention. An engine E to which an automatic transmission A is connected has an intake pipe 12 in which a main throttle valve 13 is provided.
And a sub-throttle valve 14 located upstream thereof. The main throttle valve 13 is connected to an accelerator pedal 15 and is opened / closed according to the amount of depression of the accelerator pedal 15. The sub-throttle valve 14 is opened and closed by a motor 16. An engine electronic control unit (E-ECU) 17 for controlling the motor 16 for adjusting the opening of the sub-throttle valve 14 and for controlling the fuel injection amount and ignition timing of the engine E is provided. There is. The electronic control unit 17 is mainly composed of a central processing unit (CPU), a storage unit (RAM, ROM), and an input / output interface. The electronic control unit 17 stores data for control as Engine (E /
G) Various signals such as rotational speed N, intake air amount Q, intake air temperature, throttle opening, vehicle speed, engine water temperature, and signals from brake switches are input.

In the automatic transmission A, the hydraulic control device 18 controls gear shifting and lockup clutch, line pressure, or engagement pressure of a predetermined friction engagement device. The hydraulic control device 18 is configured to be electrically controlled, and also has first to third shift solenoid valves S1 to S3 for executing a shift and a first to third engine for controlling an engine braking state. 4 solenoid valve S4, linear solenoid valve SLT for controlling the line pressure, linear solenoid valve SLN for controlling the back pressure of the accumulator, linear for controlling the engagement pressure of a lock-up clutch or a predetermined friction engagement device A solenoid valve SLU is provided.

An electronic control unit (T-ECU) 19 for an automatic transmission that outputs a signal to these solenoid valves to control gear shift, line pressure, accumulator back pressure, etc.
Is provided. This automatic transmission electronic control unit 19
Is a central processing unit (CPU) and a storage device (RA
M, ROM) and an input / output interface, and this electronic control unit 19 indicates throttle opening, vehicle speed, engine water temperature, signals from brake switch, and shift position as data for control. Signal, signal from pattern select switch, signal from overdrive switch, clutch C described later
A signal from a C0 sensor that detects the rotational speed of 0, an oil temperature of the automatic transmission, a signal from a manual shift switch, and the like are input.

The electronic control unit 19 for the automatic transmission and the electronic control unit 17 for the engine are connected to each other so that data communication is possible, and the electronic control unit 17 for the engine transfers to the electronic control unit 19 for the automatic transmission. On the other hand, a signal such as the intake air amount per rotation (Q / N) is transmitted, and an instruction signal for each solenoid valve is sent from the automatic transmission electronic control unit 19 to the engine electronic control unit 17. A signal equivalent to, a signal instructing a shift speed, and the like are transmitted.

That is, the electronic control unit 19 for the automatic transmission
Is based on the input data and the map stored in advance, and the ON / OFF of the gear position and the lockup clutch is performed.
F, or the line pressure or the adjustment level of the engagement pressure is judged, and based on the judgment result, an instruction signal is output to a predetermined solenoid valve, and further judgment of fail or control based on it is performed. .

Further, the engine electronic control unit 17 controls the fuel injection amount, the ignition timing, the opening degree of the sub-throttle valve 14, etc. on the basis of the input data, and also controls the fuel at the time of shifting in the automatic transmission A. Reduce the injection amount,
Alternatively, the output torque is temporarily reduced by changing the ignition timing or reducing the opening of the sub-throttle valve 14.

FIG. 3 is a diagram showing an example of a gear train of the above-mentioned automatic transmission A, and in the configuration shown here, it is configured to set five forward gears and one reverse gear. That is, the automatic transmission A shown here is used in the torque converter 20.
And a sub-transmission unit 21 and a main transmission unit 22. The torque converter 20 includes a lockup clutch 23.
The lock-up clutch 23 has a front cover 25 that is integrated with the pump impeller 24.
A member (hub) in which the turbine runner 26 and the turbine runner 26 are integrally attached
It is provided between 7 and. An engine crankshaft (not shown) is connected to a front cover 25, and a turbine runner 26 is connected to an input shaft 28.
Is connected to a carrier 30 of an overdrive planetary gear mechanism 29 that constitutes the subtransmission unit 21.

The carrier 3 in this planetary gear mechanism 29
A multi-plate clutch C0 and a one-way clutch F0 are provided between 0 and the sun gear 31. The one-way clutch F0 is engaged when the sun gear 31 rotates forward relative to the carrier 30 (rotates in the rotation direction of the input shaft 28). Further, a multi-plate brake B0 for selectively stopping the rotation of the sun gear 31 is provided.
The ring gear 3 which is an output element of the subtransmission unit 21
2 is connected to an intermediate shaft 33 which is an input element of the main transmission unit 22.

Therefore, in the subtransmission unit 21, the entire planetary gear mechanism 29 rotates integrally when the multi-plate clutch C0 or the one-way clutch F0 is engaged, so that the intermediate shaft 33 has the same speed as the input shaft 28. It will rotate at low speed. Further, in the state where the brake B0 is engaged and the rotation of the sun gear 31 is stopped, the ring gear 32 is accelerated with respect to the input shaft 28 to rotate in the normal direction, and the high speed stage is established.

On the other hand, the main transmission unit 22 is provided with three sets of planetary gear mechanisms 40, 50, 60, and their rotating elements are connected as follows. That is, the sun gear 41 of the first planetary gear mechanism 40 and the sun gear 51 of the second planetary gear mechanism 50 are integrally connected to each other, and the ring gear 43 of the first planetary gear mechanism 40 and the carrier 52 of the second planetary gear mechanism 50 are connected. The third planetary gear mechanism 60 and a carrier 62 are coupled to each other, and the carrier 62 is coupled to an output shaft 65. Further, the ring gear 53 of the second planetary gear mechanism 50 is connected to the sun gear 61 of the third planetary gear mechanism 60.

In the gear train of the main transmission unit 22, it is possible to set a reverse gear and four gears on the forward side, and clutches and brakes therefor are provided as follows. First, the clutch will be described. The ring gear 53 and the third gear of the second planetary gear mechanism 50 which are connected to each other.
A first clutch C1 is provided between the sun gear 61 of the planetary gear mechanism 60 and the intermediate shaft 33, and the sun gear 41 of the first planetary gear mechanism 40 and the sun gear 51 and the intermediate shaft of the second planetary gear mechanism 50 are connected to each other. A second clutch C2 is provided between the first clutch 33 and the second clutch C3.

Next, the brake will be described. The first brake B1 is a band brake, and the sun gears 41 and 5 of the first planetary gear mechanism 40 and the second planetary gear mechanism 50 are used.
It is arranged to stop the rotation of 1. A first one-way clutch F1 and a second brake B2, which is a multi-disc brake, are arranged in series between the sun gears 41 and 51 (that is, the common sun gear shaft) and the casing 66. One way clutch F1 is sun gear 41,5
1 engages when trying to rotate in the reverse direction (rotation in the direction opposite to the rotation direction of the input shaft 28).

The third brake B3, which is a multi-plate brake, is provided between the carrier 42 of the first planetary gear mechanism 40 and the casing 66. Then, as a brake for stopping the rotation of the ring gear 63 of the third planetary gear mechanism 60, a fourth brake B4, which is a multi-disc brake, and a second one-way clutch F2.
And are arranged in parallel with the casing 66. The second one-way clutch F2 is adapted to be engaged when the ring gear 63 tries to rotate in the reverse direction.

In the above-described automatic transmission A, it is possible to set five forward speeds and one reverse speed by engaging and disengaging each clutch and brake as shown in the operation table of FIG. In FIG. 4, a circle indicates an engaged state, a circle indicates an engaged state during engine braking, a triangle indicates either engaged or disengaged, and a blank indicates a disengaged state.

As shown in the operation table of FIG. 4, the second
To change the speed between the third speed and the third speed, a clutch that changes the engaged / released states of the second brake B2 and the third brake B3 together.
Toe clutch shift. In order to smoothly perform this shift, the hydraulic circuit shown in FIG. 5 is incorporated in the hydraulic control device 18 described above.

In FIG. 5, reference numeral 70 indicates a 1-2 shift valve, reference numeral 71 indicates a 2-3 shift valve, and reference numeral 72 indicates a 3-4 shift valve. The communication state of each port of the shift valves 70, 71, 72 at each shift speed is determined by the respective shift valves 70, 71, 7
2 is shown below. In addition, the number shows each gear stage. A third brake B3 is connected via an oil passage 75 to a brake port 74 that communicates with the input port 73 at the first speed and the second speed among the ports of the 2-3 shift valve 71. An orifice 76 is provided in this oil passage, and the orifice 76 and the third brake B3
A damper valve 77 is connected between and. The damper valve 77 sucks a small amount of hydraulic pressure to perform a buffering action when the line pressure is suddenly supplied to the third brake B3.

Reference numeral 78 is a B-3 control valve, and the engagement pressure of the third brake B3 is directly controlled by this B-3 control valve 78. That is, the B-3 control valve 78 includes a spool 79, a plunger 80, and a spring 81 interposed therebetween, and an oil passage 75 is connected to an input port 82 opened and closed by the spool 79. Output port 8 that is selectively communicated with input port 82
3 is connected to the third brake B3. Further, the output port 83 is connected to a feedback port 84 formed on the tip side of the spool 79. On the other hand, in the port 85 that opens at the location where the spring 81 is arranged, the port 86 that outputs the D range pressure at the third or higher speed of the 2-3 shift valve 71 is connected via the oil passage 87. It is in communication. A lockup clutch linear solenoid valve SLU is connected to a control port 88 formed on the end side of the plunger 80.

Therefore, the B-3 control valve 78
Is configured such that the pressure regulation level is set by the elastic force of the spring 81 and the hydraulic pressure supplied to the port 85, and the elastic force of the spring 81 increases as the signal pressure supplied to the control port 88 increases. There is.

Further, reference numeral 89 in FIG. 5 denotes a 2-3 timing valve. The 2-3 timing valve 89 has a spool 9 having a small diameter land and two large diameter lands.
0, the first plunger 91, the spring 92 arranged between them, and the spool 90, and the first plunger 9
1 and a second plunger 93 arranged on the opposite side. An oil passage 95 is connected to an intermediate port 94 of the 2-3 timing valve 89, and this oil passage 95 is
Of the ports of the 2-3 shift valve 71, the port 96 is connected to the port 96 that is communicated with the brake port 74 at the shift speed of the third speed or higher.

Further, the oil passage 95 is branched on the way to open the port 97 between the small diameter land and the large diameter land.
Is connected via an orifice. The port 98, which is selectively communicated with the port 94 at the intermediate portion, is the oil passage 9
It is connected to the solenoid relay valve 100 via 9. The lock-up clutch linear solenoid valve SLU is connected to the port opened at the end of the first plunger 91, and the second brake B2 is passed through the orifice at the port opened at the end of the second plunger 93. Connected.

The oil passage 87 is for supplying / discharging hydraulic pressure to / from the second brake B2, and a small diameter orifice 101 and an orifice 102 with a check ball are interposed in the middle thereof. Further, the oil passage 103 branched from the oil passage 87 is provided with a large diameter orifice 1 provided with a check ball that opens when the pressure is discharged from the second brake B2.
04 is interposed, and this oil passage 103 is connected to an orifice control valve 105 described below.

The orifice control valve 105 is a valve for controlling the exhaust pressure speed from the second brake B2, and the port 107 formed in the intermediate portion so as to be opened and closed by the spool 106 has the second brake B2.
The oil passage 103 is connected to a port 108 formed below the port 107 in the figure. A port 109 formed above the port 107 to which the second brake B2 is connected in the drawing is a port that is selectively communicated with the drain port, and the port 109 is connected to the port 109 via an oil passage 110. The port 111 of the B-3 control valve 78 is connected. The port 111 is a port that is selectively communicated with the output port 83 to which the third brake B3 is connected.

Of the ports of the orifice control valve 105, a control port 112 formed at the end opposite to the spring for pressing the spool 106 is connected to a port 114 of the 3-4 shift valve 72 via an oil passage 113. ing. This port 114 outputs the signal pressure of the third solenoid valve S3 at the shift speed of the third speed or lower, and the fourth speed.
It is a port for outputting the signal pressure of the fourth solenoid valve S4 at a shift speed higher than the high speed. Further, an oil passage 115 branched from the oil passage 95 is connected to the orifice control valve 105, and the oil passage 115 is selectively connected to the drain port.

Incidentally, the port 11 for outputting the D range pressure at the second or lower speed in the 2-3 shift valve 71.
6 through the oil passage 11 at the port 117 opening at the position where the spring 92 is arranged in the 2-3 timing valve 89.
8 are connected. Also 3-4 shift valve 72
Of these, a port 119, which is communicated with the oil passage 87 at a speed lower than the third speed, is connected to the solenoid relay valve 100 via an oil passage 120.

In FIG. 5, reference numeral 121 indicates an accumulator for the second brake B2, and reference numeral 122 indicates C.
A -0 exhaust valve is shown, and reference numeral 123 is an accumulator for the clutch C0. C-0
The exhaust valve 122 is a clutch C for applying the engine brake only in the second speed in the second speed range.
It operates so as to engage 0.

Therefore, according to the hydraulic circuit described above,
If the port 111 of the B-3 control valve 78 communicates with the drain, the engagement pressure of the third brake B3 can be directly regulated by the B-3 control valve 78, and the regulation level can be adjusted by the linear solenoid valve. SLU
Can be changed by If the spool 106 of the orifice control valve 105 is in the position shown in the left half of the figure, the second brake B2 can be communicated with the oil passage 103 through this orifice control valve 105, so that the large diameter orifice 104 is used. Exhaust pressure is possible and therefore the drain speed from the second brake B2 can be controlled. Further, since the hydraulic pressure controlled by the linear solenoid valve SLN is supplied to the back pressure chamber of the accumulator 121 for the second brake B2, the engagement pressure of the second brake B2 can be controlled by the linear solenoid valve SLN. It has become.

In the above automatic transmission, the second brake B2 and the third brake B are used when shifting between the second speed and the third speed.
It is necessary to change both the engagement state with 3 and the shift becomes clutch-to-clutch shift. That is, the upshift from the second speed to the third speed is judged by the vehicle speed increasing or the throttle opening decreasing, and the engagement pressure of the third brake B3 is determined by the linear solenoid based on the shift output. It is controlled by the valve SLU and gradually reduced, and the engagement pressure of the second brake B2 is controlled according to the characteristic of the accumulator 121 according to the back pressure by the linear solenoid valve SLN.

When the accelerator pedal is depressed during the control of such an upshift, the shift to the first speed is judged due to the increase of the throttle opening. Fig. 4 for 1st speed
As shown in the operation table of No. 2, the second and third brakes B2 and B3 are both released, but if the downshift to the first speed is immediately performed during the above upshift control, the shift shock becomes worse. If you perform a downshift to 1st speed after completing the upshift,
Since there is a case where a delay in shifting is significant, in the above-described control device for the automatic transmission, the multiple shift that is a downshift to the first speed during the upshift from the second speed to the third speed is performed as follows. To run.

FIG. 6 shows the control routine, which is performed after the predetermined initialization and input signal processing are performed, and then the second routine is performed.
It is determined whether or not the determination of the downshift to the first speed during the shift from the third speed to the third speed is established (step 1). This is because, for example, after the speed change signal is output to the third speed during traveling at the second speed and before the determination of the end of the speed change is established, the traveling state based on the vehicle speed and the throttle opening is mapped and stored. It is determined by the fact that the vehicle has entered the first speed range. Therefore, this step 1 corresponds to the multiple shift determination means of the present invention.

If the downshift to the first speed is not judged, the control returns without any particular control, and the first
If multiple shifts to the high speed are determined, the third brake B
It is determined whether or not 3 is engaged (step 2). This step 2 corresponds to the engagement determination means 5 of the present invention,
This can be judged, for example, by the set value of the flag F based on the change of the input rotational speed (rotational speed of the clutch C0 or turbine rotational speed detected by the C0 sensor) NC0.

That is, the input rotational speed NC0 is, as schematically shown in FIG. 7, after the gearshift output (time t0), the engagement pressure of the third brake B3 is reduced to a predetermined value, and
When the second brake B2 is in the state of closing the pack clearance, the state before the shift output is maintained. When the third brake B3, which has set the second speed, is released and the second brake B2 begins to engage, the input speed NC0 begins to decrease toward the third speed synchronous speed. That is, the inertia phase starts. Therefore, the start time t1 of the inertia phase can be determined based on the decrease in the input rotational speed NC0, and specifically, (NC0≤N0 × ρ2
It can be determined based on the fact that the expression of −n) is established. Note that N0 is the output speed, ρ2 is the gear ratio of the second speed, and n is a predetermined value. If the flag F is set to "0" when this expression is satisfied, step 2 can be executed by determining whether the flag F is "1".

When the affirmative judgment is made in step 2, it is judged whether or not the upshift to the third speed is performed in the power-on state (step 3). As described above, the upshift from the second speed to the third speed is judged by both the increase of the vehicle speed and the decrease of the throttle opening. When the throttle opening is equal to or larger than the predetermined value, the input rotational speed NC0 (engine rotational speed) is about to increase. Therefore, the engagement pressures of the second and third brakes B2 and B3 should be increased to some extent. Control to accelerate the decrease in engine speed. On the other hand, if the throttle opening is low, the engine speed is about to decrease. Therefore, the engagement pressure of the third brake B3, which is the friction engagement device on the disengagement side, is rapidly decreased to advance the shift. Speed up.
Since the clutch-to-clutch shift from the second speed to the third speed is controlled differently according to the driving state of the automatic transmission A, in step 3, whether the control state is power-on or not. Judge by Specifically, the determination in step 3 can be made based on whether or not the throttle opening exceeds a reference value set for each vehicle speed. Therefore, this step 3 corresponds to the power on / off judging means of the present invention.

If an affirmative decision is made in step 3, that is, if the power is on, control for downshifting from the second speed to the first speed is executed (step 4). That is, the engagement pressure of the third brake B3 is changed to the linear solenoid valve SLU.
The control is performed on the basis of the signal pressure from to gradually release the third brake B3. As described above, in the power-on state, the input rotational speed NC0 is about to increase, so the third brake B that applies the reaction torque is applied.
If the torque capacity of 3 is reduced, the input speed NC0 will be the first
If the engagement pressure of the third brake B3 is reduced so that the rotational speed increases toward the synchronous rotation speed and the rotation change becomes smooth, the second one-way clutch F2 is released with the release of the third brake B3. Is engaged, and the first speed is quickly achieved without aggravating the shift shock.

On the other hand, if a negative decision is made in step 3, the process returns. That is, if the power is off,
Since the input speed NC0 is about to decrease, if the third brake B3, which sets the second speed, is immediately released,
Since the second brake B2 has no torque capacity,
The input speed NC0 suddenly drops. Therefore, the shift to the first speed is not immediately executed, but the release of the third brake B3 is waited for.

When the shift control from the second speed to the third speed progresses and the third brake B3 is released, a negative determination is made in step 2. When this state is reached, the second brake B2 starts to be engaged and has a predetermined torque capacity, so the shift to the first speed is executed as a downshift control from the third speed (step 5). ). That is, by controlling the back pressure of the accumulator 121 by the linear solenoid valve SLN, the second brake B2 is gradually released while controlling the engagement pressure of the second brake B2. In addition,
In this case, if the power is off, the third brake B3
Since the engagement pressure of is rapidly reduced and released.
The shift control from the third speed to the first speed is executed early after the determination of the shift to the first speed is established, and the third brake B3
If the determination of the shift to the first speed is established while the gear is in the released state, the shift to the first speed is immediately performed by releasing the second brake B2, so that the shift is not delayed. Further, the downshift to the first speed can be executed without deteriorating the shift shock. The above steps 4 and 5 correspond to the shift instruction means of the present invention.

The above-mentioned shift control is performed by the third speed setting for the second speed.
The control includes a control for changing the control content of the multiple shift based on the engagement state of the brake B3, and this kind of control can also be adopted in other multiple shifts. An example thereof is shown in FIG. This is an example in which the determination of the downshift to the first speed is established during the control of the upshift from the first speed to the second speed. First, it is determined whether or not the determination of this kind of multiple shift is established. (Step 11). If a negative decision is made here, the routine returns without any particular control, and if an affirmative decision is made, the third brake B3 for setting the second speed is set.
It is determined whether or not is released (step 12).
This determination may be made based on the value of the flag F when controlling the flag F with the start of the inertia phase.

If an affirmative decision is made in step 12, that is, if the third brake B3 is in the released state, the automatic transmission A is still in the first speed state.
An instruction signal for setting the speed is output (step 13). On the other hand, if a negative determination is made in step 12, it means that the vehicle is in the second speed state, and therefore downshift control from the second speed is instructed (step 14). That is, the third brake B
3 is controlled and released based on the signal pressure of the linear solenoid hull SLU.

The present invention can be applied to a control device for an automatic transmission having a gear train or a hydraulic circuit other than the gear train or the hydraulic circuit shown in FIGS. 3 and 5, and therefore, the second embodiment. The present invention can be applied not only to the control of the downshift to the first speed during the upshift from the third speed to the third speed, but also to the control of the multiple shift during other clutch-to-clutch shifts.

[0049]

As described above, according to the present invention,
If the determination of multiple shift is established during the clutch-to-clutch shift, in addition to the engaged state of the friction engagement device involved in the clutch-to-clutch shift, is the automatic transmission in the driven state? Since the content of the shift control is changed based on the determination result of whether or not the multiple shifts can be favorably performed without causing a shift shock or a delay in the shift.

[Brief description of drawings]

FIG. 1 is a block diagram showing the present invention by functional means.

FIG. 2 is a block diagram schematically showing a control system of an embodiment of the present invention.

FIG. 3 is a diagram mainly showing a gear train of the automatic transmission.

FIG. 4 is a diagram showing an operation table for setting each shift speed.

FIG. 5 is a diagram showing a part of a hydraulic circuit.

FIG. 6 shows the first shift during the upshift from the second shift to the third shift.
6 is a flowchart showing an example of a control routine when the determination of downshift to speed is established.

FIG. 7 is a diagram showing a change in input rotation speed during upshift to third speed.

FIG. 8 is a graph showing the first shift during the upshift from the first shift to the second shift.
6 is a flowchart showing an example of a control routine when the determination of downshift to speed is established.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1, 2 Friction engagement device 3 Automatic transmission 4 Multiple shift determination means 5 Engagement determination means 6 Power on / off determination means 7 Shift instruction means

Claims (1)

[Claims] 1. A control for an automatic transmission that shifts from a first gear to a second gear by releasing a first friction engagement device and engaging a second friction engagement device. In the apparatus, a multiple shift determining means for determining whether or not a shift determination to a third shift stage during shifting from the first shift stage to the second shift stage is established, and the multiple shift determining means is provided for the third shift stage. An engagement determination unit that determines the engagement state of the first frictional engagement device when it is determined that the shift determination to the shift stage is established; and a shift from the first shift stage to the second shift stage. A power on / off judging means for judging whether the automatic transmission is driven or not, and the engagement judging means judges engagement of the first friction engagement device. Is the power shift to the third shift stage determined by the multiple shift determination means. The automatic transmission is characterized in that it has a shift instruction means for instructing to perform different control depending on whether the on / off judging means judges the driving state of the automatic transmission or not. Control device.