JP3244345B2 - Transmission control device for automatic transmission - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an apparatus for controlling a shift of an automatic transmission, and more particularly to a shift control apparatus for an automatic transmission which may execute a so-called clutch-to-clutch shift.

[0002]

2. Description of the Related Art In the case of a clutch-to-clutch upshift, a frictional engagement device on the disengagement side and a frictional engagement device on the engagement side both temporarily have an overlapped period in which they have a torque capacity. ing. This is to prevent a state in which the load on the engine is temporarily reduced and the engine blows up, that is, a state in which the engine speed is rapidly increased, and to prevent a shift shock by smoothly changing the output shaft torque. .

[0003] This overlap state is generally caused by delaying the release of the frictional engagement device on the release side, and an example of a control method thereof is disclosed in Japanese Patent Application No. Hei.
No. 344124. This control method is, specifically, in controlling the oil pressure of the disengagement side frictional engagement device while inputting the engagement pressure of the engagement side frictional engagement device to drain from the disengagement side frictional engagement device, In this method, the engagement pressure and the drain pressure are controlled to have an inverse proportional relationship.

[0004]

According to the above-mentioned method, a control valve for opening a drain oil passage of a disengagement side frictional engagement device is switched by, for example, switching according to a hydraulic pressure supplied to an engagement side frictional engagement device. In this control valve, by controlling a control pressure against the engagement pressure of the engagement side frictional engagement device by a linear solenoid valve, the engagement pressure and the drain pressure are in an inversely proportional relationship. Controlled and executed. That is, the engagement pressure and the drain pressure are controlled by the linear solenoid valve. Therefore, in the control method according to the above-mentioned applicant's proposal or a conventional apparatus for executing the control method, an electric signal is converted into a hydraulic signal through a solenoid valve and supplied to the control valve, so that the electric signal is supplied to the control valve. Even if the control is performed sufficiently and accurately, if an abnormality in the hydraulic system such as a malfunction of the solenoid valve or control valve occurs, the overlap control during clutch-to-clutch shift cannot be performed. As a result, there is a possibility that the engine may be blown up, or the shift shock may be increased, thereby deteriorating ride comfort.

SUMMARY OF THE INVENTION The present invention has been made in view of the above circumstances, and has as its object to provide a shift control device capable of preventing the engine from blowing up at the time of shifting and the resulting deterioration in ride comfort. is there.

[0006]

SUMMARY OF THE INVENTION The present invention is characterized in that the above-mentioned object is achieved by adopting a configuration shown in the drawings. That is, the first invention of this application is shown in FIG.
As shown in FIG. 5, the automatic transmission A connected to the engine E drains from the predetermined friction engagement device 1 to release the friction engagement device 1 and supplies hydraulic pressure to the other friction engagement devices 2. said other by engaging the frictional engagement means 2, a clutch-to-clutch to shift to another gear stage from a predetermined shift stage, or one engagement side frictional engagement device 2 and solutions Te
Any one of the frictional engagement devices 1 of the release side frictional engagement device 1
A shift control device for an automatic transmission A that adjusts the oil pressure of the other friction engagement devices 2 and 1 in accordance with the oil pressure of the engine 2, and detects the engine speed during the shift. Detecting means 3
And controlling the engagement hydraulic pressure and the drain hydraulic pressure such that the friction engagement devices 1 and 2 are both engaged with a predetermined torque capacity so that a blow-up in which the rotation speed of the engine E increases during the shift operation does not occur. If the engine E is blown up even if the overlap control means 4 and the frictional engagement devices 1 and 2 have the maximum overlapped state in which the frictional engagement devices 1 and 2 have a predetermined torque capacity, an abnormal condition occurs. Abnormality determining means 5 for determining that the clutch
Gear position setting prohibiting means 6 for prohibiting the two-to-clutch shift.

In the second invention of this application, as shown in FIG. 2, a predetermined frictional engagement device 1 in an automatic transmission A connected to an engine E is drained to release the frictional engagement device 1. In addition, a clutch-to-clutch shift is performed from a predetermined gear to another gear by supplying hydraulic pressure to the other friction engagement device 2 to engage the other friction engagement device 2. Engagement side friction engagement device 2 and release side
Of one of the friction engagement devices 1 and 2 of the friction engagement device 1
A shift control device for an automatic transmission A for adjusting the oil pressure of the other friction engagement devices 2, 1 according to the oil pressure, wherein the hydraulic pressure applied to each of the friction engagement devices 1, 2 Determining means 7 for determining whether each of the friction engagement devices 1 and 2 is in an overlap state or an underlap state, a brake detecting means 8 for detecting a braking state, and a case where a braking state is detected. Means for prohibiting the judgment by the judgment means 7
Characterized by having the following.

Further, as shown in FIG. 3, the third invention of this application is the same as the second invention, except that the control value for the overlap control of each of the friction engagement devices 1 and 2 is controlled by the engine during the shift. A learning means 10 for updating based on the rotation speed of E and a learning prohibiting means 11 for prohibiting the learning control by the learning means 10 when the determination prohibiting means 9 prohibits the determination are additionally provided. It is characterized by the following.

[0009]

According to the first invention of this application, the clutch-to-
When the clutch gear, and the engagement pressure of the engagement side frictional engagement device 2
One-released side frictional engagement device 1 of the drain pressure depending on other
System is your Te. For example, at the time of an upshift, the drain from the release-side friction engagement device 1 is delayed so that both the friction engagement devices 1 and 2 have a predetermined torque capacity, that is, the engine E does not blow up. Is controlled as follows.
If the oil pressure of the disengagement side frictional engagement device 1, that is, the drain pressure is increased, the state of the overlap increases,
This is controlled by the overlap control means 4 based on a detection signal from the means 3 for detecting the number of revolutions of the engine E.
If the overlap state is gradually increased to prevent the engine E from rising, and finally the overlap state is increased to the maximum, and further the engine E is rising, that is, the rotation speed detecting means 3 When the detected engine speed is high, the abnormality determining means 5 determines an abnormality. Then, the gear position prohibiting means 6 includes a clutch-to-
Prohibit clutch shifting. This is done, for example, by using a shift diagram without the setting of the prohibited gears. Therefore, the clutch-to-clutch shift is not performed unless the abnormality is eliminated, so that the engine E is prevented from blowing up.

In the second invention of this application, one of the drain pressure of the disengagement side frictional engagement device 1 and the engagement pressure of the engagement side frictional engagement device 2 is the other during the clutch-to-clutch shift. As a result, during the torque phase, these friction engagement devices 1 and 2 are in an overlapped state having both torque capacities or an underlapped state in which both are released. Whether in these either state, but is determined by the determination unit 6, when the braking detecting means 8 detects that it is in the braking state, the determination is inhibited by the determination prohibition means 9. That is, when the vehicle state is changed due to an artificial factor, the data for the overlap control or the underlap control is different from that at the time of the normal shift, so that the accuracy of the determination of the overlap or the underlap is determined. Can be prevented from decreasing.

Further, in the third invention of this application, when the learning means 10 is performing learning control for overlap control or underlap control, if the judgment prohibition means 9 prohibits the judgment, In addition, learning prohibition means 1
1 prohibits the learning control, so that the data for the overlap control or the underlap control is prevented from being erroneously updated, and as a result, the control accuracy can be prevented from being reduced. .

[0012]

Next, an embodiment of the present invention will be described with reference to the drawings. FIG. 4 is an overall control system diagram showing one embodiment of the present invention. An engine E to which an automatic transmission A is connected includes a main throttle valve 1 in an intake pipe 12 thereof.
3 and a sub-throttle valve 14 located upstream thereof. The main throttle valve 13 is connected to an accelerator pedal 15,
It is opened and closed according to the amount of stepping on. 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 to adjust the opening of the sub-throttle valve 14 and controlling the fuel injection amount and ignition timing of the engine E is provided. I have. The electronic control device 17 is mainly composed of a central processing unit (CPU), a storage device (RAM, ROM) and an input / output interface. Engine (E
/ G) Various signals such as rotation speed N, intake air amount Q, intake air temperature, throttle opening, vehicle speed, engine water temperature, and signals from a brake switch are input.

The automatic transmission A is controlled by a hydraulic control device 18 to control the speed change, lock-up clutch, and line pressure. The hydraulic control device 18 is configured to be electrically controlled, and has first to third shift solenoid valves S1 to S3 for executing a shift.
A fourth solenoid valve S4 for controlling the engine braking state, a linear solenoid valve SLT for controlling the line pressure, a linear solenoid valve SLN for controlling the accumulator back pressure, and a linear solenoid for controlling the lock-up clutch. A valve SLU is provided.

An electronic control unit (T-ECU) 19 for an automatic transmission for outputting a signal to these solenoid valves to control a shift, a line pressure or an accumulator back pressure.
Is provided. This electronic control unit for automatic transmission 19
Is a central processing unit (CPU) and a storage device (RA
M, ROM) and an input / output interface. The electronic control unit 19 includes throttle opening, vehicle speed, engine coolant temperature, signals from a brake switch, shift position,
A signal from a pattern select switch, a signal from an overdrive switch, a signal from a C0 sensor for detecting the rotational speed of a clutch C0 described later, a second clutch C2
A signal from a C2 sensor for detecting the rotation speed of the motor, the 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 as to be able to perform data communication, and the electronic control unit 17 for the engine is connected to the electronic control unit 19 for the automatic transmission. Signals such as the amount of intake air per revolution (Q / N) are transmitted to the electronic control unit 19 for the automatic transmission and the electronic control unit 17 for the engine. And a signal instructing a gear position are transmitted.

That is, the electronic control unit 19 for the automatic transmission.
Is based on input data and a map stored in advance, and indicates ON / OF of a gear position and a lock-up clutch.
F or the pressure adjustment level of the line pressure is determined, and based on the determination result, an instruction signal is output to a predetermined solenoid valve, and further, a failure determination and control based on the failure are performed. Also, the engine electronic control unit 1
7 controls the fuel injection amount, the ignition timing, the opening of the sub-throttle valve 14 and the like based on the input data, and also reduces the fuel injection amount at the time of shifting in the automatic transmission A, or controls the ignition timing. Or by reducing the opening of the sub-throttle valve 14, the output torque is temporarily reduced.

FIG. 5 is a diagram showing an example of the gear train of the above-mentioned automatic transmission A. In the configuration shown here, five forward speeds and one reverse speed are set. That is, the automatic transmission A shown here is
, A sub transmission unit 21 and a main transmission unit 22. The torque converter 20 includes a lock-up clutch 23
The lock-up clutch 23 has a front cover 25 integrated with the pump impeller 24.
(Hub) 2 integrally mounted with the turbine runner 26
7 is provided. An engine crankshaft (each not shown) is connected to a front cover 25 and an input shaft 28 to which a turbine runner 26 is connected.
Is connected to the carrier 30 of the overdrive planetary gear mechanism 29 that constitutes the subtransmission portion 21.

The carrier 3 in this planetary gear mechanism 29
A multi-plate clutch C0 and a one-way clutch F0 are provided between the first gear 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 (rotation in the rotation direction of the input shaft 28). A multi-disc 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 portion 21
2 is connected to an intermediate shaft 33 which is an input element of the main transmission unit 22.

Therefore, in the auxiliary transmission portion 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. At low speed. When the brake B0 is engaged and the rotation of the sun gear 31 is stopped, the speed of the ring gear 32 is increased with respect to the input shaft 28 and the ring gear 32 is rotated forward, so that a high gear is established.

On the other hand, the main transmission section 22 includes three sets of planetary gear mechanisms 40, 50, and 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 to each other. The three members of the third planetary gear mechanism 60 and the carrier 62 are connected, and the output shaft 65 is connected to the carrier 62. 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 section 22, a reverse gear and four forward gears can be set, and clutches and brakes for this are provided as follows. First, the clutch will be described. The ring gear 53 of the second planetary gear mechanism 50 and the third gear
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 of the second planetary gear mechanism 50 and the intermediate shaft are connected to each other. A second clutch C2 is provided between the clutch 33 and the second clutch C2.

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.
1 is arranged to stop rotation. A first one-way clutch F1 and a second brake B2, which is a multi-plate 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 has sun gears 41 and 5
1 is engaged when it is about 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 connected to the first planetary gear mechanism 4
0 and the casing 66. 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-plate brake, and a second one-way clutch F2 are provided.
6 are arranged in parallel. The second one-way clutch F2 is adapted to be engaged when the ring gear 63 is about to rotate in the reverse direction.

In the above-mentioned automatic transmission A, five forward speeds and one reverse speed can be set by engaging and disengaging the clutches and brakes as shown in the operation chart of FIG. In FIG. 6, the mark ○ indicates the engaged state, the mark 時 に indicates the engaged state at the time of engine braking, the mark △ indicates either engaged or released, and the blank indicates the released state.

As shown in the operation table of FIG.
The shift between the third speed and the third speed is performed by a clutch that changes both the engaged and released states of the second brake B2 and the third brake B3.
Two-to-clutch speed change. In order to smoothly perform this shift, a hydraulic circuit shown in FIG. 7 is incorporated in the hydraulic control device 18 described above.

In FIG. 7, reference numeral 70 indicates a 2-3 timing valve.
An import 73 communicating with the drain oil passage 72 of the shift valve 71, a drain pressure input port 75 communicating with the drain oil passage 72 via the orifice 74, and a supply oil from the 2-3 shift valve 71 to the second brake B2. Road 76
An input port 78 communicating with the orifice 77 through an orifice 77;
Linear solenoid valve SLU for lock-up clutch
A signal port 79 to which a signal pressure is input and a drain port 80 are provided. The spool 81 of the 2-3 timing valve 70 has a land 82 located at one end thereof for opening and closing the drain port 80, a middle position and a partition between the drain pressure input port 75 and the import 73 and a drain A land 83 forming a drain pressure receiving surface on the pressure input port 75 side; and a small diameter land located at the other end and forming a supply pressure receiving surface and separating the input port 78 and the drain pressure input port 75. 84. The land 82 at one end thereof contacts a pressure receiving piston 86 via a spring 85, and the pressure receiving piston 86 forms a pressure receiving surface for receiving a signal pressure from the signal port 79.

Accumulator 8 for third brake B3
The accumulator 7 is connected to an oil passage 88 leading to the third brake B3 via an orifice 89.
Reference numeral 7 controls the back pressure by the signal pressure from the linear solenoid valve SLN to control the engagement pressure of the third brake B3. The accumulator 9 for the second brake B2
Similarly, the back pressure is controlled by the signal pressure from the linear solenoid valve SLN to control the engagement pressure of the second brake B2.

In FIG. 7, reference numeral 91 denotes a B-2 orifice control valve which constitutes a first fill means for the second brake B2, and is provided with a spring 93 for pressing the spool 92 in the axial direction thereof. A control port 94 is formed at the opposite end, and is connected to the second brake B through an orifice 95.
Connected to 2. In the middle part, the supply oil passage 7 is provided.
6 is formed, and a second brake port 97 is connected to and blocked from the input port 96 by a spool 92 and is connected to a second brake B2. B-3 control valve 9 described further below
A third brake port 99 connected to the third brake B3 via the second brake port 8 and a drain port 10 communicated with and blocked by the spool 92 from the third brake port 99.
0 is formed. A signal port 101 for inputting a signal pressure from the third solenoid valve S3 is formed at an end where the spring 93 is disposed.

The B-3 control valve 98 will be described. This is a valve for controlling the supply / discharge speed of the hydraulic pressure of the third brake B3, and is used for controlling the hydraulic pressure of the third brake B3 to act as a signal pressure. A signal port 102 connected to a passage 88, a D port 104 connected to the 2-3 shift valve 71 via an orifice 103, and a brake port connected to and blocked from the D port 104 and connected to an oil passage 88. 105 and the brake port 10
5 and the third brake port 99 in the B-2 orifice control valve 91.
And a brake port 106 connected to the brake port. One end of a spool 107 for opening and closing these ports is in contact with a piston 109 via a spring 108. A control port 11 opened between the spool 107 and the piston 109 and supplied with the third speed pressure.
0 and a signal pressure port 111 for applying a signal pressure of the lock-up clutch linear solenoid valve SLU to the piston 109. In FIG. 7, reference numeral 112 denotes a 1-2 shift valve, and reference numeral 11 denotes
Reference numeral 3 denotes an orifice provided in the drain oil passage 74.

Therefore, in the above hydraulic control device 18, when the engagement pressure of the second brake B2 acting on the input port 78 of the 2-3 timing valve 70 increases, the spool 81 moves to the position shown in the lower half of FIG. Move to bring the import 73 into communication with the drain port 80,
Since the elastic force of the spring 85 and the signal pressure from the linear solenoid valve SLU are made to oppose the engagement pressure and the drain pressure of the brake B2, the signal pressure from the linear solenoid valve SLU is increased, so that the import pressure is reduced.
The timing at which the third brake communicates with the drain port 80 is delayed, that is, the drain from the third brake B3 is delayed, and the degree of overlap between the second brake B2 and the third brake B3 is increased. The overlap amount is controlled by controlling the current value of the linear solenoid valve SLU based on the engine speed so that the engine E does not blow up.

The general tendency of the control is as follows. When the clutch-to-clutch shift is upshifted, the engine speed is detected, and the overlap amount is controlled so that the engine speed tends to decrease to a predetermined value. . In other words, if the engine speed does not decrease as predetermined during the clutch-to-clutch upshift, the output pressure of the linear solenoid valve SLU is increased to increase the overlap amount. In addition, the overlap amount is sequentially updated by the learning control at the time of the clutch-to-clutch shift upshift, and is used as data for the next control.

In the above control device according to the present invention, in the case of an upshift of the clutch-to-clutch shift, the engine E is determined based on the engine speed to prevent the engine E from rising. In the case where the overlap amount is increased in the torque phase, but the engine E blows up even if it is increased to the maximum, that is, if the engine speed does not decrease, the following control is performed.

FIG. 8 is a flowchart showing the control routine. First, in step 1, the input signal is processed, and then the oil temperature To is adjusted to a predetermined reference temperature α ° C. (for example, 10 ° C.).
(° C.) or more (Step 2). This is because when the oil temperature of the automatic transmission A is low, the automatic transmission A is not yet in a stable state, and the result obtained in this state cannot be used for controlling the stable state.

If the result of the determination is "NO", the routine returns without performing any particular control. If the result of the determination is "YES", it is determined in step 3 whether or not braking is being performed. This can be determined based on whether or not a signal is being input from the brake switch. This determination is made because if the output shaft 65 is locked by the foot brake or the side brake, it is not possible to accurately determine the overlap state and the underlap state by the rotating members of the automatic transmission A. is there. Therefore, when the result of the determination is "No", the return is performed without performing any particular control. Accordingly, the learning control of the overlap and the underlap during the clutch-to-clutch shift is also prohibited.

If the decision result in the step 3 is "YES", the process proceeds to a step 4 to determine whether or not a shift from the second speed to the third speed is instructed. This shift is performed by the third brake B3, as is clear from the operation table of FIG.
Is released and the second brake B2 is engaged. In the case of this shift, it is necessary to control the overlapping state of the brakes B2 and B3, so that the routine proceeds to step 5, where it is determined whether the engine speed Ne has decreased. If the result of the determination in step 4 is "NO", the routine returns.

In step 5, the engine speed Nen detected this time is compared with the engine speed Nen detected last time.
The difference ΔNen (= Nen−Nen−1) from -1 is a predetermined value N0
(E.g., 50 rpm). That is, it is determined whether or not the engine E has blown up. If the determination result is "yes", since it is judged if have substantially the underlap state, executes the torque reduction control of the engine E in step 6. This is performed by executing the ignition timing retard control of the engine E or reducing the opening of the sub-throttle valve 14 in order to prevent the engine E from blowing up, and further reducing the fuel injection amount. It is performed by things.

Further, in step 7, it is determined whether or not the linear solenoid valve SLU which outputs the signal pressure to the 2-3 timing valve 70 has increased its signal pressure to the maximum. If the determination result is "yes", it is determined in step 8 whether or not the line pressure PL is at the maximum pressure. If the result is "yes",
That is, if these pressures are set to the maximum pressures, the overlap state between the second brake B2 and the third brake B3 is maximized, so that the determination result of step 5 is "YES" even in this state. that there would not be some kind of abnormally thus prevent the blowing up of the engine E.

Therefore, in this case, one of the clutch-to-clutch shift speeds, for example, the second speed, is prohibited from the next shift control (step 9). This can be performed by using a shift diagram without the second speed range, and more specifically, for example, 1 → 2 shown by a solid line in FIG.
The normal shift diagram having an upshift line and a 2 → 3 upshift line is replaced with a 1 → 3 shift line.
This can be executed by switching to a shift diagram provided with an upshift line (shown by a broken line in FIG. 9). As a result, if there is an abnormality in the hydraulic circuit or the like and the overlap control cannot be executed, a shift required for the control will not be performed. It is prevented beforehand.

In order to maximize the overlap state as described above, the signal pressure or the line pressure PL of the linear solenoid valve SLU is gradually increased by the learning control. ”, The linear solenoid valve SLU
Is increased by a predetermined ratio (for example, 1%) (step 10). That is, when the engine E rises, the output signal of the linear solenoid valve SLU is increased to increase the overlap state. Specifically, the control map of the linear solenoid valve SLU is changed. If the determination result of step 8 is “No”,
At the time of the next control, the line pressure PL is increased by a predetermined ratio (for example, 1
%) (Step 11). That is, when the engine E is blown up, the line pressure PL is increased to increase the overlap state. Specifically, the control map of the linear solenoid valve SLT is changed.

On the other hand, if the determination result of step 5 is "NO" because the engine E has not been blown up, it is determined whether or not the second brake B2 and the third brake B3 are in an overlapping state. (Step 12)
If it is in the overlapping state, the signal pressure output from the linear solenoid valve SLU is reduced by a predetermined ratio (for example, 1%) in the next control (step 13).

Although the above embodiment has been described with reference to the automatic transmission having the gear train shown in FIG. 5, the present invention is not limited to the above-described embodiment, and the present invention is not limited thereto. The present invention can also be applied to a control device intended for an automatic transmission having a train, and is therefore applied to an overlap control in a clutch-to-clutch upshift other than the shift from the second speed to the third speed. Can be. Further, in the present invention, the hydraulic circuit for the overlap control is
Needless to say, the configuration is not limited to the configuration shown in FIG.

[0041]

As described above, in the shift control device according to the present invention, the engine speed increases during the upshift of the clutch-to-clutch shift despite the maximum overlap control. In such a case, the achievement of one of the shift speeds is prohibited so that the clutch-to-clutch shift does not occur, so that it is possible to prevent the engine from blowing up and the ride quality from being deteriorated accordingly. .

Also, in the present invention, the judgment as to whether the vehicle is in the overlap state or the underlap state is prohibited during braking, so that erroneous judgment is prevented and erroneous overlap control is prevented. can do.

Further, in this case, since learning control is also prohibited, control based on erroneous data can be prevented.

[Brief description of the drawings]

FIG. 1 is a block diagram conceptually showing the invention described in claim 1.

FIG. 2 is a block diagram conceptually showing the invention described in claim 2;

FIG. 3 is a block diagram conceptually showing the invention described in claim 4;

FIG. 4 is a block diagram schematically showing a control system according to one embodiment of the present invention.

FIG. 5 is a diagram mainly showing a gear train of the automatic transmission.

FIG. 6 is a diagram showing an operation table for setting each shift speed.

FIG. 7 is a diagram showing a part of a hydraulic circuit.

FIG. 8 is a flowchart showing a control routine for inhibiting a gear position.

FIG. 9 is a diagram showing a part of a shift diagram used to inhibit a shift speed.

[Explanation of symbols]

 E Engine A Automatic transmission 1, 2 Friction engagement device 3 Revolution detection means 4 Overlap control means 5 Abnormality judgment means 6 Gear position setting prohibition means 7 Judgment means 8 Brake detection means 9 Judgment prohibition means 10 Learning means 11 Learning prohibition means

Continued on the front page (72) Inventor Masato Kaigawa 1 Toyota Town, Toyota City, Aichi Prefecture Toyota Motor Corporation (72) Inventor Hiromichi Kimura 1 Toyota Town Toyota City, Aichi Prefecture Toyota Motor Corporation (72) Inventor Hidehiro Ohba 1 Toyota Town, Toyota City, Aichi Prefecture Toyota Motor Corporation (72) Inventor Tetsuro Hamashima 1 Toyota Town Toyota City, Aichi Prefecture Toyota Motor Corporation (72) Inventor Yoshihisa Yamamoto Anjo City, Aichi Prefecture 10 Takane Fujiimachi, Aisin AW Co., Ltd. (72) Inventor Takayuki Kuno 10 Takane, Fujiicho, Anjo, Aichi Prefecture Aisin AW Co., Ltd. (56) References JP-A-5-157168 (JP, a) JP Akira 62-261747 (JP, a) JP Akira 61-165056 (JP, a) JP flat 3-282049 (JP, a) (58 ) investigated the field (Int.Cl. ⁷ F16H 59/00-61/12 F16H 61/16-61/24 F16H 63/40-63/48

Claims (3)

(57) [Claims] An automatic transmission connected to an engine drains from a predetermined frictional engagement device to release the frictional engagement device, and supplies hydraulic pressure to another frictional engagement device to supply the other frictional engagement device. by engaging the engaging device, a clutch-to-clutch to shift to another gear stage from a predetermined shift stage, or one engagement side frictional engagement device and the release side frictional engagement GoSo
Depending on the oil pressure of one of the friction engagement devices.
A shift control device for an automatic transmission for adjusting a hydraulic pressure of a friction engagement device , wherein: a speed detecting means for detecting a speed of the engine during the speed change; and a blow-up in which the speed of the engine increases during the speed change. Overlapping control means for controlling the engagement oil pressure and the drain oil pressure so that the friction engagement devices are engaged together with a predetermined torque capacity so that the friction engagement devices have a predetermined torque capacity. Abnormality determining means for determining that the engine is blowing up even if the lap state is the maximum overlap state, and a shift for prohibiting clutch-to-clutch shift when the abnormality is determined. A shift control device for an automatic transmission, comprising: gear setting prohibition means. 2. An automatic transmission connected to an engine, drains from a predetermined friction engagement device to release the friction engagement device, and supplies hydraulic pressure to another friction engagement device to supply the other friction engagement device. by engaging the engaging device, a clutch-to-clutch to shift to another gear stage from a predetermined shift stage, or one engagement side frictional engagement device and the release side frictional engagement GoSo
Depending on the oil pressure of one of the friction engagement devices.
A shift control device for an automatic transmission for adjusting a hydraulic pressure of a friction engagement device , wherein each friction engagement device is in an overlapping state or an underlap state based on a hydraulic pressure applied to each of the friction engagement devices. Determining means for determining whether a braking state has occurred, and braking detecting means for detecting a braking state, and determining prohibition means for prohibiting the determination by the determining means when a braking state has been detected. Transmission control device for transmission. 3. A learning means for updating a control value for overlap control of each friction engagement device based on an engine speed during the shift, and a case in which the judgment prohibiting means prohibits the judgment. 3. The shift control device for an automatic transmission according to claim 2, further comprising a learning prohibition unit that prohibits learning control by the learning unit.