JP4896463B2 - Control device for automatic transmission - Google Patents

Description

  The present invention relates to a control device for an automatic transmission, and more particularly to a control device for an automatic transmission that is intended to improve running performance during shift control in an automatic transmission having a lock-up latch.

  Automatic transmissions of gear transmission mechanisms have been widely used in the past, but in general, such as a plurality of gear trains arranged in parallel and a friction clutch for selecting a predetermined gear train from these gear trains. A plurality of friction engagement elements (transmission clutches), and a shift control valve group (hydraulic control device) that performs a shift by engaging these shift clutches with hydraulic pressure based on the original pressure. The hydraulic control device is configured to perform control from the current stage to the target stage by releasing the pre-shift clutch (OFF clutch) and engaging the shift next-stage clutch (ON clutch) when shifting. The

  On the other hand, in an automatic transmission, it is generally known to provide a torque converter connected to an engine output shaft, and a lock-up clutch is often provided in the torque converter. In this case, in order to perform the engagement control of the lock-up clutch, a lock-up clutch control valve group (lock-up clutch control device) that controls the engagement with the hydraulic pressure based on the original pressure is also necessary. A control device for the automatic transmission is configured together with the valve group.

  The hydraulic oil in the oil tank discharged from the oil pump is regulated by the main regulator valve. Based on the original pressure (hereinafter referred to as line pressure) from the main regulator, the engagement of the shift clutch and the lockup clutch is controlled through the valve group. The line pressure includes the control hydraulic pressure from the solenoid valve group supplied from the main regulator valve.

  Engagement of the lockup clutch is controlled by a control oil pressure based on the line pressure supplied directly from the main regulator valve to the lockup clutch control valve group and the line pressure supplied to the lockup clutch control valve group through the solenoid valve group. . On the other hand, engagement of the shift clutch at the time of shifting is performed by controlling the opening / closing and the opening / closing amount (control oil pressure) of the on / off solenoid valve group and the linear solenoid valve group corresponding to the ON / OFF clutch. In general, the shift control is performed by sequentially performing preparation, torque phase, inertia phase, and engagement processes. Conventionally, in shift control, regardless of engagement / disengagement of the lock-up clutch, by engaging the control hydraulic pressure from the linear solenoid corresponding to the destination clutch (ON clutch) at a stroke in engagement, Fully engaged.

As a technique for controlling the clutch hydraulic pressure of the automatic transmission during lock-up engagement, there has been Patent Document 1. In Patent Document 1, when lock-up engagement is performed other than upshifting with a low throttle opening, the line pressure minimum value is set to a predetermined value that is a predetermined value larger than the minimum value of the normal line pressure control range. To ensure that the line pressure does not cause a shift shock when the low throttle opening is upshifted, and that the clutch has a sufficient transient engagement capacity during lockup engagement other than the low throttle opening upshift. Is described.
Japanese Examined Patent Publication No. 7-65675

  However, when the shift control is performed with the lockup clutch engaged, the control pressure from the linear solenoid corresponding to the ON clutch is increased at once by the engagement control just before the shift clutch is engaged, as in the past. As the control pressure rapidly increases, the line pressure for engaging the lockup clutch temporarily decreases suddenly. When the line pressure decreases, the lock-up clutch engagement may be released.

  In particular, when the oil temperature rises, the viscosity of the hydraulic oil decreases, and the amount of hydraulic oil leakage increases due to the clearance between each valve in the hydraulic circuit and the valve body and the clearance between the valve body and the separate plate. Tend. When the line pressure for engaging the lockup clutch is reduced in such a state, the lockup clutch is easily released.

  When the lock-up clutch is engaged, the rotation of the engine rotation shaft is directly transmitted to the axle through the input shaft. Since the ability tends to decrease, when the control pressure to the transmission clutch is rapidly increased, the line pressure is further decreased, and the engagement of the lockup clutch is easily released. If feedback control of the capacity of the lockup clutch is performed in this state, hunting of the lockup clutch occurs and the vehicle body vibrates. In particular, in the 1-2 shift at an extremely low opening degree and at a very low vehicle speed, the engine speed is originally low and the engine speed is further greatly lowered. Therefore, the vehicle body vibrates due to the hunting of the lockup clutch.

  Patent Document 1 secures a sufficient transient engagement capacity of a clutch at the time of lock-up engagement by performing line pressure control. In a hydraulic circuit configuration in which line pressure control cannot be performed, the control according to Patent Document 1 is performed. There is a problem that the method cannot be implemented.

  The present invention has been made in view of the above-described problems, and provides an automatic transmission control device capable of achieving both a commercial property of suppressing vibrations of a vehicle body and an improvement in fuel consumption due to engagement of a lockup clutch. With the goal.

According to the first aspect of the present invention, the hydraulic control device that performs a shift by engaging the friction engagement element of the gear transmission mechanism with the hydraulic pressure based on the original pressure, and the lock-up clutch of the torque converter based on the original pressure. And a lock-up control device that controls the engagement by hydraulic pressure, and in the shift control from the current speed stage to the target speed stage, the input / output rotational speed ratio (GRATIO) of the gear transmission mechanism corresponds to the input speed stage. An inertia phase process is set so that the output speed ratio (GRATIO (GA)) continuously changes from the input / output speed ratio (GRATIO (GB)) corresponding to the target speed stage, and the inertia phase The degree of increase in hydraulic pressure when engaging the frictional engagement element in the process is controlled in a plurality of stages, and the engagement state at the last stage of the inertia phase is The degree of increase of the hydraulic and to set larger than the degree of increase of the hydraulic pressure of the other stages of the inertia phase, a control apparatus for an automatic transmission, the lockup clutch is engaged by the lock-up control device When it is determined that the upshift by the hydraulic control device is performed in a state where the control is performed so as to match, the process of the shift control is performed based on the input / output rotation speed ratio (GRATIO) of the gear transmission mechanism. Is determined to be in the engaged state in the final stage of the inertia phase, and the hydraulic pressure is increased when engaging the friction engagement element set in accordance with the determination that the engaged state has been established. The degree of control of the automatic transmission is smaller than when the control is not performed so that the lockup clutch is engaged. Apparatus is provided.

According to a second aspect of the present invention, in the first aspect of the invention, the hydraulic control device of the automatic transmission is in a state in which the lockup clutch is controlled so that the lockup clutch is engaged. When it is determined that an upshift is to be performed, the lock-up clutch indicates the time until the engagement operation of the friction engagement element that is set according to the determination that the engagement state has been established. There is provided an automatic transmission control device characterized in that it is longer than when the control is not performed so as to be engaged.

  According to a third aspect of the present invention, in the first aspect of the present invention, the oil temperature detecting means for detecting the oil temperature of the hydraulic oil of the hydraulic control device is further provided, and the oil temperature detected by the oil temperature detecting means. A control device for an automatic transmission is provided in which the higher the is, the smaller the degree of increase in the hydraulic pressure is.

  According to a fourth aspect of the present invention, in the second aspect of the present invention, the oil temperature detecting means for detecting the oil temperature of the hydraulic oil of the hydraulic control device is further provided, and the oil temperature detected by the oil temperature detecting means. A control device for an automatic transmission is provided in which the higher the is, the longer the time until the engagement operation of the friction engagement element is completed.

According to the first aspect of the invention, when the lock-up clutch is determined that the hydraulic control device upshift by is performed in a state where the control to engage is performed by the lockup control device, the gear Based on the input / output rotation speed ratio of the speed change mechanism, it is determined that the process of the speed change control is in the engaged state, and the friction engagement element that is set according to the determination that the engaged state is reached is engaged. The degree of increase in the hydraulic pressure when the lockup clutch is engaged is smaller than when the lockup clutch is not controlled so that the hydraulic pressure for engaging the lockup clutch can be prevented from decreasing. The engagement of the lockup clutch can be prevented from being temporarily released.

According to the second aspect of the present invention, when it is determined that the upshift shift by the hydraulic control device of the automatic transmission is performed in a state where the lockup control device is engaged so that the lockup clutch is engaged. Is determined based on the input / output rotational speed ratio (GRATIO) of the gear transmission mechanism that the shift control process is in the engaged state at the last stage of the inertia phase. Since the time until completion of the engagement operation of the frictional engagement element set according to the determination is longer than when the control is not performed so that the lockup clutch is engaged, the lockup clutch is The hydraulic pressure for engagement can be prevented from lowering and the frictional engagement element can be controlled to be fully engaged.

  According to the invention described in claim 3, the higher the oil temperature, the lower the viscous resistance, and there is a risk that the hydraulic pressure may decrease due to leakage of the hydraulic oil. The higher the pressure is, the smaller the degree of increase in hydraulic pressure is, so that it is possible to more effectively prevent the lock-up clutch from being temporarily disengaged due to a decrease in hydraulic pressure for engaging the lock-up clutch. .

  According to the fourth aspect of the present invention, the higher the oil temperature, the longer the time until the engagement operation of the friction engagement element is completed. Therefore, the friction engagement element is more fully engaged more effectively. Can be controlled.

  FIG. 1 is a schematic configuration diagram of a vehicle according to an embodiment of the present invention. As shown in FIG. 1, the vehicle includes an engine (ENG) 2, an automatic transmission (TM) 4, a valve group (CV) 6, an electronic control unit (ECU) 8, a throttle opening sensor 10, It includes an engine speed sensor 12, a main shaft speed sensor 14, a counter shaft speed sensor 16, an oil temperature sensor 17, a shift operating device 18, and a shift lever 18a.

  A power transmission mechanism is constituted by the automatic transmission 4 that shifts the output of the engine 2 and transmits it to the wheels. The shift control of the automatic transmission 4 is performed by a hydraulic control signal to the valve group 6, and the operation of the valve group 6 is performed by operating a solenoid valve, which will be described later, by a shift / torque control signal (hereinafter referred to as a control signal) from the ECU 8. Done.

  The valve group (hydraulic circuit) 6 includes a main regulator valve, a shift valve group, a D inhibitor valve, a cut valve group, a control valve group, an on / off solenoid valve group, a solenoid valve group including a linear solenoid valve group, and these It consists of an oil passage that connects the valves. The engagement of the shift clutch and the lockup clutch is performed based on control signals input from the ECU 8 to the on / off solenoid valve group and the linear solenoid valve group. The hydraulic circuit 6 and the ECU 8 related to the shift control are called a hydraulic control device, and the hydraulic circuit 6 and the ECU 8 related to the engagement control of the lockup clutch LC are called a lockup control device.

  A throttle opening sensor 10 is connected to the throttle valve of the engine 2 and outputs an electric signal according to the opening of the throttle valve. The engine speed sensor 12 detects the speed NE of the engine output shaft Es in FIG. 2 and outputs a corresponding electrical signal. The input shaft rotational speed sensor 14 detects the rotational speed NM of the input shaft 31 in FIG. The counter shaft rotational speed sensor 16 detects the rotational speed NC of the counter shaft 33 in FIG. A vehicle speed sensor (not shown) detects the vehicle speed V. Since the vehicle speed can be detected by the counter shaft rotation speed NC, it is possible to substitute the vehicle speed sensor with a counter shaft rotation speed sensor. The oil temperature sensor (hydraulic pressure detecting means) 17 detects the temperature of the hydraulic oil in the hydraulic circuit 6 and outputs a corresponding electric signal. Sensor output values of the sensors 10, 12, 14, 16, 17 are input to the ECU 8.

  The shift lever 18a is provided in the vicinity of a vehicle driver's seat (not shown), and, for example, any one of eight ranges, P, R, N, D5, D4, D3, 2, 1 is selected by the operation of the vehicle driver. Selected. The shift operation device 18 outputs a signal indicating the position selected by operating the shift lever 18a by the driver. A signal indicating the position detected by the shift operating device 18 is input to the ECU 8. The shift lever 18a is connected to the manual valve of the hydraulic circuit 6 through a cable, and moves the spool of the manual valve in accordance with the operation of the shift lever 18a.

  The ECU 8 controls the shift of the automatic transmission 4 as follows. (1) The engagement of the shift clutch is controlled by controlling the corresponding on-solenoid and linear solenoid in the hydraulic circuit 6 according to each position (P, R, N). (2) When the position is D, a shift map is searched from the vehicle speed V and the throttle opening TH, and a destination stage (shift stage) corresponding to the vehicle speed V and the throttle opening TH is selected. When the currently engaged stage is different from the destination stage, the ON / OFF solenoid valve group corresponding to the current stage (OFF clutch) and destination stage (ON clutch) is turned ON, and the preparation, torque phase, inertia phase, In the engagement, clutch hydraulic pressure command values (hereinafter referred to as hydraulic pressure command values) QOF and QON of the OFF clutch and the ON clutch are calculated. A hydraulic pressure command signal corresponding to the hydraulic pressure command values QON and QOF is output to the linear solenoid valve corresponding to the ON / OFF clutch. (3) After the shift is completed, the on / off solenoid valve corresponding to the clutch at the current stage is turned on to make a steady state, and a hydraulic pressure command signal is output to the linear solenoid valve as necessary. (4) In order to control the engagement of the lock-up clutch LC according to the running state of the vehicle, the corresponding on / off solenoid valve is turned on / off and a hydraulic pressure command value is output to the linear solenoid valve. The lock-up clutch LC can be engaged at, for example, 2nd, 3rd, 4th, and 5th.

  First, the configuration of the automatic transmission 4 will be described with reference to FIGS. The automatic transmission 4 includes a torque converter 22 (consisting of an impeller 22a, a turbine 22b, and a stator 22c) connected to an engine output shaft Es in a transmission housing 20, and a parallel shaft type connected to a turbine shaft 31 of the torque converter 22. A differential mechanism (not shown) having a speed change mechanism 4 and a final reduction driven gear that meshes with a final reduction drive gear 36a of the speed change mechanism 4 is arranged, and driving force is transmitted from the differential mechanism to the left and right wheels. Is done.

  The engine output shaft Es is connected to the impeller 22a of the torque converter 22, and the turbine 22b of the torque converter 22 is connected to the turbine shaft 31 (the first input shaft 31 of the forward / reverse switching mechanism 24). Further, the torque converter 22 has a lock-up clutch LC that can directly connect the engine output shaft Es and the turbine 22b.

  The lockup clutch LC has a clutch plate 26 disposed in the torque converter 22, and the clutch plate 26 abuts and engages with the torque converter housing 22 d, thereby transmitting torque that bypasses the torque converter 22. It is like that. The clutch plate 26 is configured so that the internal space of the torque converter 22 is divided into a converter side space (lock-up engagement space) 22e on the converter mechanism (impeller 22a, turbine 22b and stator 22c) side, and a clutch side space where the clutch plate 26 faces. (Lock-up release space) 22f is arranged so as to be divided.

  The engagement between the clutch plate 26 and the torque converter housing 22d is controlled according to the hydraulic pressure difference between the converter side space 22e and the clutch side space 22f. That is, when the hydraulic pressure in the converter side space 22e becomes higher than the hydraulic pressure in the clutch side space 22f, the clutch plate 26 is engaged with the torque converter housing 22d, and the lockup clutch LC is engaged. On the other hand, when the hydraulic pressure in converter side space 22e becomes lower than the hydraulic pressure in clutch side space 22f, clutch plate 26 is separated from torque converter housing 22d, and lockup clutch LC is released.

  The parallel-shaft transmission 4 includes a first input shaft 31, a second input shaft 32, a counter shaft 33, and an idle shaft 35 extending in parallel with each other. The axial positions of these shafts are indicated by S1 in FIG. , S2, S3 and S5, respectively. 2 (A) and 2 (B) show the power transmission configuration of the parallel shaft type transmission mechanism 4, and FIG. 2 (A) shows the first input shaft 31 (2) along 2A-2A in FIG. S1), a cross section passing through the counter shaft 33 (S3) and the second input shaft 32 (S2), and FIG. 2B shows the first input shaft 31 (S1) along 2B-2B in FIG. A cross section passing through the idle shaft 35 (S5) and the second input shaft 32 (S2) is shown.

  The first input shaft 31 is connected to the turbine 22b of the torque converter 20, is rotatably supported by bearings 71a and 71b, and receives the driving force from the turbine 22b and rotates in the same manner as this. The first input shaft 31 includes a fifth speed drive gear 55a, a 5TH clutch 45, a 4TH clutch 44, a fourth speed drive gear 44a, a reverse drive gear 46a, and a first connection gear 41 in order from the torque converter 22 side (right side in the figure). Is arranged.

  The fifth speed drive gear 55a is rotatably disposed on the first input shaft 31, and is engaged with and disengaged from the first input shaft 31 by a 5TH clutch 45 operated by hydraulic pressure. The 4-speed drive gear 54a and the reverse drive gear 56a are integrally connected and rotatably disposed on the first input shaft 31, and the first input is performed by the 4TH clutch 44 that is operated by hydraulic pressure. The shaft 31 is engaged and disengaged. The first connection gear 61 is located outside a bearing 71a that rotatably supports the first input shaft 31, and is coupled to the first input shaft 31 in a cantilever state.

  The second input shaft 32 is rotatably supported by bearings 72a and 72b. On this shaft, in order from the right side in the figure, a 2ND clutch 42, a second speed drive gear 52a, a LOW drive gear 51a, a LOW clutch 41, a 3RD clutch 43, A third speed driving gear 53a and a fourth connecting gear 64 are provided.

  The 2nd speed drive gear 52a, the LOW drive gear 51a, and the 3rd speed drive gear 53a are rotatably disposed on the second input shaft 32, respectively. The 2ND clutch 42, the LOW clutch 41, and the 3RD are operated by hydraulic pressure. The clutch 43 is engaged with and disengaged from the second input shaft 2. The fourth connection gear 64 is coupled to the second input shaft 32.

  As shown in FIG. 2B, the idle shaft 35 is rotatably supported by bearings 75a and 75b, and a second connection gear 62 and a third connection gear 63 are provided integrally with the shaft. The second connection gear 62 meshes with the first connection gear 63, and the third connection gear 63 meshes with the fourth connection gear 64. These first to fourth connection gears constitute a connection gear train 60, and the rotation of the first input shaft 31 is constantly transmitted to the second input shaft 32 via the connection gear train 60.

  The counter shaft 33 is rotatably supported by bearings 73a and 73b. On this shaft, the final reduction drive gear 36a, the second speed driven gear 52b, the LOW driven gear 51b, the fifth speed driven gear 55b, the third speed are sequentially arranged from the right side in the figure. A driven gear 53b, a 4-speed driven gear 54b, a dog-tooth clutch 46 and a reverse driven gear 56c are provided.

  The final reduction drive gear 36a, the second speed driven gear 52b, the LOW driven gear 51b, the fifth speed driven gear 55b, and the third speed driven gear 53b are coupled to the counter shaft 33 and rotate integrally therewith. The fourth speed driven gear 54 b is rotatably disposed on the counter shaft 33.

  The reverse driven gear 56c is also rotatably disposed on the counter shaft 33. The dog-tooth clutch 46 is operated in the axial direction, so that the 4-speed driven gear 54 b and the counter shaft 33 can be engaged and disengaged, and the reverse driven gear 56 c and the counter shaft 33 can be engaged and disengaged. As shown in the figure, the LOW driving gear 51a and the LOW driven gear 51b mesh, the second speed driving gear 52a and the second speed driven gear 52b mesh, and the third speed driving gear 53a and the third speed driven gear 53b. The four-speed drive gear 54a and the fourth-speed driven gear 54b are meshed, and the fifth-speed drive gear 55a and the fifth-speed driven gear 55b are meshed. Further, the reverse drive gear 56a meshes with the reverse driven gear 56c via an idler gear (not shown).

  In the transmission configured as described above, the setting of each speed stage and its power transmission path will be described below. In this transmission, in the forward range, the dog-tooth clutch 46 is moved rightward in the drawing, and the 4-speed driven gear 54b and the counter shaft 33 are coupled. On the other hand, in the reverse (reverse) range, the dog-tooth clutch 46 is moved leftward and the reverse driven gear 56c and the counter shaft 33 are engaged.

  First, each speed stage in the forward range will be described. The LOW speed stage is set by engaging the LOW clutch 41. The rotational driving force transmitted from the torque converter 22 to the first input shaft 31 is transmitted to the second input shaft 32 via the connection gear train 60.

  Here, since the LOW clutch 41 is engaged, the LOW drive gear 51a is driven at the same rotation as the second input shaft 32, the LOW driven gear 51b meshing with the second input shaft 32 is driven to rotate, and the counter shaft 33 is driven. The This driving force is transmitted to a differential mechanism (not shown) through a final reduction gear train.

  The second speed is set by engaging the 2ND clutch 42. The rotational driving force transmitted from the torque converter 22 to the first input shaft 31 is transmitted to the second input shaft 32 via the connection gear train 60. Here, since the 2LD clutch 42 is engaged, the second speed drive gear 52a is driven at the same rotation as the second input shaft 32, the second speed driven gear 52b meshing with the second input shaft 32 is rotated, and the counter shaft 33 is rotated. Driven. This driving force is transmitted to a differential mechanism (not shown) through a final reduction gear train.

  The third speed is set by engaging the 3RD clutch 43. The rotational driving force transmitted from the torque converter 22 to the first input shaft 31 is transmitted to the second input shaft 32 via the connection gear train 60. Here, since the 3RD clutch 43 is engaged, the 3rd speed drive gear 53a is driven at the same rotation as the second input shaft 32, and the 3rd speed driven gear 53b meshing with the 3rd speed drive gear 53a is rotationally driven, so that the counter shaft 33 is driven. Is driven. This driving force is transmitted to a differential mechanism (not shown) through a final reduction gear train.

  The fourth speed is set by engaging the 4TH clutch 44. The rotational driving force transmitted from the torque converter 22 to the first input shaft 31 rotates the fourth speed drive gear 54a via the 4TH clutch 44, and rotationally drives the fourth speed driven gear 54b engaged therewith.

  Here, in the forward range, since the fourth speed driven gear 54b is engaged with the counter shaft 33 by the dog-tooth clutch 46, the counter shaft 33 is driven, and this driving force is illustrated via the final reduction gear train. Not transmitted to the differential mechanism.

  The fifth gear is set by engaging the 5TH clutch 45. The rotational driving force transmitted from the torque converter 22 to the first input shaft 31 rotates the fifth speed drive gear 55a via the 5TH clutch 45, and rotationally drives the fifth speed driven gear 55b engaged therewith. Since the fifth speed driven gear 55b is coupled to the counter shaft 33, the counter shaft 33 is driven, and this driving force is transmitted to a differential mechanism (not shown) via the final reduction gear train.

  On the other hand, the reverse (reverse) stage is set by engaging the 4TH clutch 44 and moving the dog-tooth clutch 46 leftward. The rotational driving force transmitted from the torque converter 22 to the first input shaft 31 rotates the reverse drive gear 56a via the 4TH clutch 44, and the reverse driven gear 56c meshes with the idler gear via a reverse idler gear (not shown). Is driven to rotate.

  Here, in the reverse (reverse) range, since the reverse driven gear 56c is engaged with the counter shaft 33 by the dog-tooth clutch 46, the counter shaft 33 is driven, and this driving force is transmitted via the final reduction gear train. To a differential mechanism (not shown). As can be seen from this, the 4TH clutch 44 also serves as a reverse clutch.

  In the automatic transmission configured as described above, the hydraulic circuit 6 that constitutes a valve group that performs torque converter control and shift control is shown in FIGS. 4 and 6 to 11, which will be described below. 6 to 11 are enlarged views showing portions divided into six parts by dashed-dotted lines A to F in FIG. Further, in this hydraulic circuit diagram, a portion where the oil passage is open is connected to a drain (oil tank).

  This apparatus has an oil pump OP that discharges hydraulic oil from an oil tank OT. The oil pump OP is driven by an engine to supply hydraulic oil to the oil passage 130. The oil passage 130 is connected to the main regulator valve 80 via the oil passage 130a, and the pressure is adjusted here to generate a line pressure PL in the oil passages 130 and 130a.

  This line pressure PL is supplied to the manual valve 88 via the oil passage 130b. The oil passage 130b is always connected to the oil passage 130d via the port of the manual valve 88 (always connected regardless of the operation of the manual valve 88), and the line pressure PL is first connected via the oil passage 130d. To the fourth on / off solenoid valves 111 to 114 and the first linear solenoid valve 116.

  Excess oil whose line pressure PL has been adjusted in the main regulator valve 80 is supplied to the oil passage 221 and further supplied to the oil passage 222. The surplus oil supplied to the oil passage 221 is controlled by a lockup shift valve 81, a lockup control valve 82, and a torque converter check valve 83, and is used for engagement control of the lockup clutch LC of the torque converter 22 and hydraulic oil supply. Thereafter, the oil is returned to the oil tank OT through the oil cooler 84. The surplus oil supplied to the oil passage 222 is regulated by the lubrication relief valve 85 and supplied as lubricating oil for each part.

  This hydraulic circuit diagram shows a LOW clutch 41, a 2nd clutch 42, a 3RD clutch 43, a 4TH clutch 44, and a 5TH clutch 45 constituting the above-described transmission. Each clutch has a LOW accumulator 105 and a 2ND accumulator 106, respectively. A 3RD accumulator 107, a 4TH accumulator 108, and a 5TH accumulator 109 are connected via an oil passage. Further, a forward / reverse selection hydraulic servo mechanism 100 for operating the dog-tooth clutch 46 is provided.

  The first shift valve 90, the second shift valve 92, the third shift valve 94, the fourth shift valve 96, and the D inhibitor are used to control the hydraulic pressure supply to the clutches 41 to 45 and the forward / reverse selection hydraulic servo mechanism 100. A valve 98, a first cut valve 120, and a second cut valve 122 are arranged as shown. Further, in order to perform engagement control of the lockup clutch LC, a lockup shift valve 81, a lockup control valve 82, and a torque converter check valve 83 are arranged as shown in the figure.

  The first to fourth on / off solenoid valves 111 to 114 and the first to third linear solenoid valves 116 to 118 are shown in order to perform the operation control of these valves and the control of the hydraulic pressure supplied to each clutch. It is arranged like this.

  FIG. 12 is a functional block diagram relating to control of the automatic transmission of the ECU 8. The ECU 8 includes a lockup control means 250 and a shift control means 252. The lockup control means 250 controls the engagement of the lockup clutch LC as follows.

(A) When turning off the lockup clutch LC When turning off the lockup clutch LC, the fourth on / off solenoid valve 114 is turned off and the flag F_LCSOLM is set to "0". The pressure in the oil passage 144b to which the output pressure of the fourth on / off solenoid valve 114 is supplied is zero or extremely low. The oil passage 144b is connected to the right end port 81a of the lock-up shift valve 81. However, since the hydraulic pressure acting on the oil passage 144b is zero, the spool 81b is pressed rightward by the spring 81c to be in a set state (shown state). .

  The line pressure PL from the main regulator valve 80 is always supplied to the port 81d of the lockup shift valve 81 via the oil passage 221. The oil passage 221 is connected to the oil passage 225 via the lock-up shift valve 81 in the set state. The oil passage 225 is connected to the clutch side space 22f of the lockup clutch LC. As a result, the line pressure PL is supplied to the clutch side space 22f, and the hydraulic pressure in the clutch side space 22f is higher than the hydraulic pressure in the converter side space 22e. It becomes higher and the engagement of the lockup clutch LC is released.

(B) When the lock-up clutch LC is turned on When the lock-up clutch LC is turned on, first, the fourth on / off solenoid valve 114 is turned on, and the flag F_LCSOLM is set to “1”. As a result, the line pressure PL is output to the oil passage 144b, and the spool 81b of the lock-up shift valve 81 is moved to the left to be in an operating state. When the fourth on / off solenoid valve 114 is activated, the connection between the oil passage 221 and the oil passage 225 is cut off, the supply of the line pressure PL to the clutch-side space 22f is stopped, and the oil passage 226 becomes the oil passage 225. It leads to.

  On the other hand, the line pressure (control pressure) is output from the first linear solenoid valve 116 to the oil passage 145a. The lock-up control valve 82 is regulated by the control pressure from the oil passage 145a, and the oil passage 145a and the orifice 82a of the lock-up control valve 82 are connected by this pressure regulation state, and the hydraulic oil in the clutch side space 22f is oil passage. The oil is discharged from the orifice 82a through the oil passage 226 from 225. As a result, the hydraulic pressure in the clutch side space 22f becomes negative, the hydraulic pressure in the converter side space 22e becomes higher than the hydraulic pressure in the clutch side space 22f, and the lockup clutch LC is turned on.

  Further, by changing the control pressure of the first linear solenoid valve 116, the hydraulic pressure of the clutch side space 22f is controlled to adjust the L / C capacity of the lockup clutch LC. That is, when the control pressure is increased, the hydraulic oil is discharged from the orifice 82a through the oil passage 225 from the oil passage 225, and the L / C capacity is increased. Conversely, when the control pressure is reduced, the pressure from the orifice 82a is increased. Hydraulic oil discharge is reduced and L / C capacity is reduced.

  The lockup control means 250 calculates the control pressure command value QLCPLC in accordance with the running state of the vehicle at LOW, 2ND to 5TH, so that the control pressure of the first linear solenoid valve 116 becomes equal to the control pressure command value QLCPLC. Next, energization control to the first linear solenoid valve 116 is performed.

  The shift control means 252 includes a P, R, N control means 260 and a D control means 262. The D control unit 262 includes a main control unit 270, an upshift control unit 272, a downshift control unit 274, and a steady control unit 276.

  The operation of the automatic transmission 4 having the above configuration will be described below for each speed stage. Each speed stage is set in accordance with the operation of the shift lever 18a of the shift operating device 18 by moving the spool 88a of the manual valve 88 to switch the oil path, and the shift control means 252 performs the first to fourth operations. The operations of the on / off solenoid valves 111 to 114 and the first to third linear solenoid valves 116 to 118 are set as shown in FIG. The first to fourth on / off solenoid valves 111 to 114 and the first to third linear solenoid valves 116 to 118 are normally closed solenoid valves that are opened when energized (on) and are signal hydraulic. Is generated.

  In FIG. 5, symbols x and ◯ mean that the solenoid is turned off and on, respectively. In the column of on / off solenoid valves in FIG. 5, symbols A to D mean the first to fourth on / off solenoid valves 111 to 114, respectively.

  “S” and “Saku” in the column of the first and second cut valves indicate a set state and an operating state. Further, 1, 2, 3, 4, and 5 in the clutch hydraulic pressure supply column indicate the LOW clutch 41, the 2nd clutch 42, the 3RD clutch 43, the 4TH (reverse) clutch 44, and the 5TH clutch 45, respectively, as apparent from the above description. The reverse clutch and the 4TH clutch are also used by the same clutch 44.

  In the clutch hydraulic pressure supply column of FIG. 5, PL means that the line pressure PL is supplied, and A to C mean the first to third linear solenoid valves 116 to 118. Further, the servo position column indicates whether the forward / reverse selection hydraulic servo mechanism 100 is operated to either R (reverse) or D (forward).

  In FIG. 5, the positions indicate the operating position of the shift lever 18a and the operating position of the manual valve 88. The positions include a parking (P) position, a reverse (R) position, a neutral (N) position, and a forward (D) position. Are provided, and in this embodiment, another three positions (positions indicated by * in FIG. 10) are further provided as forward positions. 4 and 6 to 11 show a state where the manual valve 58 is located at the N position.

  When the shift lever 18a is in the parking (P) position, reverse (R) position, or neutral (N) position, the P, R, N control means 260 follows the mode at each position as shown in FIG. The energization of the first to fourth on / off solenoid valves 111 to 114 and the first to third linear solenoid valves 116 to 118 is controlled. When in the forward (D) position, the D control means 262 controls the shift clutch as follows. First, the operation of the hydraulic circuit 6 related to the shift control will be described.

  When the shift lever 18a is operated to the forward (D) position, ten types of modes as shown in FIG. 5 are set. Further, at this time, the groove 88b of the spool 88a of the manual valve 88 moves to the D position in FIG.

  First, the LOW in-gear mode set in the initial stage when the shift lever 18a is operated from the neutral (N) position to the forward (D) position will be described. In this mode, all of the first to fourth on / off solenoid valves 111 to 114 are turned off. For this reason, the pressure of the oil passage 141 to which the output pressure of the first on / off solenoid valve 111 is supplied is 0 or extremely low. The oil passage 141 is connected to the right end port 90a of the first shift valve 90 from the oil passage 141a. However, since the oil pressure acting on the oil passage 141 is 0, the spool 91a is pressed to the right by the spring 91b (the state shown in the figure). )

  The oil passage 141 is further connected from the oil passage 141b to the left end port 120a of the first cut valve 120. Since the oil pressure acting on the oil passage 141b is 0, the spool 121a is pressed leftward by the spring 121b (the state shown in the figure). )

  The pressure of the oil passage 142 to which the output pressure of the second on / off solenoid valve 112 is supplied is also zero or extremely low. The oil passage 142 is connected from the oil passage 142a to the left end port 98a of the D inhibitor valve 98. However, since the hydraulic pressure acting on the oil passage 142a is 0, no force is generated from the left end port 98a to press the spool 99a in the right direction.

  The oil passage 142 is further connected from the oil passage 142b to the right end port 92a of the second shift valve 92. Since the hydraulic pressure acting on the oil passage 142b is 0, the spool 93a is pushed rightward by the spring 93b and is in a set state (not shown). State).

  The pressure in the oil passage 143 to which the output pressure of the third on / off solenoid valve 113 is supplied is also zero or extremely low. The oil passage 143 is connected to the right end port of the second cut valve 122 from the oil passage 143a, and the spool 123a is pressed leftward by the spring 123b to be in a set state (shown state).

  The oil passage 143 is further connected from the oil passage 143b to the right end port 94a of the third shift valve 94. Since the oil pressure acting on the oil passage 143b is 0, the spool 95a is pushed rightward by the spring 95b and is set (not shown). State).

  The pressure of the oil passage 144 to which the output pressure of the fourth on / off solenoid valve 114 is supplied is also zero or extremely low. The oil passage 144 is connected from the oil passage 144a to the left end port 96a of the fourth shift valve 96. However, since the hydraulic pressure acting on the oil passage 144 is 0, the spool 97a is pressed leftward by the spring 97b (set state (shown state)). )

  The oil passage 144 is further connected from the oil passage 144b to the right end port 81a of the lock-up shift valve 81. However, since the oil pressure acting on the oil passage 144 is 0, the spool 81b is pressed rightward by the spring 81c and set (not shown) State).

  As described above, in the initial state of the LOW in-gear mode, the first to fourth shift valves 90, 92, 94, 96 and the first and second cut valves 120, 122 are set, and in this state, the first linear valve Engagement control of the LOW clutch 41 is performed using the engagement control hydraulic pressure output from the solenoid valve 116 to the oil passage 145.

  The oil passage 145 from the first linear solenoid valve 116 is connected to the oil passage 145a, the oil passage 145a is connected to the oil passage 146 through the spool groove of the lock-up shift valve 81 in the set state, and the oil passage 146 is the first in the set state. It is connected to the oil passage 147 through the 2 shift valve 92.

  The oil passage 147 is connected to the oil passage 148 via the spool groove of the manual valve 88 positioned at the D position, and the oil passage 148a branched from the oil passage 148 is connected to the oil passage via the spool groove of the first shift valve 90 in the set state. 149, and the oil passage 149 is connected to the oil passage 150 via the spool groove of the third shift valve 94 in the set state.

  The oil passage 150 is connected to the LOW clutch 41. Thus, the engagement control hydraulic pressure output from the first linear solenoid valve 116 to the oil passage 145 is supplied to the LOW clutch 41, and the engagement control is performed.

  At this time, the oil passage 150 a branched from the oil passage 150 acts on the left end port 122 a of the second cut valve 122. For this reason, when the engagement control oil pressure acting on the LOW clutch 41 exceeds a predetermined pressure, the spool 123a is moved to the right against the urging force of the spring 123b, and the second cut valve 122 is activated.

  Thus, although the port 122b of the second cut valve 122 is connected to the port 122c, as described above, the oil passage 131a branched from the oil passage 131 to which the line pressure PL is supplied via the manual valve 88 is the branched oil passage 131b. The line pressure PL supplied from the port 122b acts on the step portion of the spool 123a, and the spool 123a is self-locked in the right-handed state.

  That is, when the engagement control hydraulic pressure acting on the LOW clutch 41 exceeds a predetermined pressure and the spool 123a is moved to the right, the spool 123a is pushed rightward by the line pressure PL supplied from the port 122b, and the second cut Valve 122 is self-locking in the activated state.

  The oil passage 150b branched from the oil passage 150 acts on the port 98c of the D inhibitor valve 98, acts on the step portion of the spool 99a, and presses the spool 99a in the right direction. Therefore, when the engagement control oil pressure acting on the LOW clutch 41 exceeds a predetermined pressure, the spool 99a is moved to the right against the urging force of the spring 99b, and the D inhibitor valve 98 is activated.

  As a result, the port 98d and the port 98e of the D inhibitor valve 98 are connected. As described above, the oil passage 131a branched from the oil passage 131 to which the line pressure PL is supplied via the manual valve 88 is connected to the branch oil passage 131c. The line pressure PL supplied from the port 98d acts on the step portion of the spool 99a, and the spool 99a is self-locked in the right-handed state. That is, when the engagement control oil pressure acting on the LOW clutch 41 exceeds a predetermined pressure and the spool 99a is moved to the right, the spool 99a is pushed rightward by the line pressure PL supplied from the port 98d, and the D inhibitor valve 98 is held in operation (self-locking).

  When the D inhibitor valve 98 is in the operating state, the port 98d and the port 98e are connected, so the line pressure PL is supplied to the oil passage 132 connected to the port 98e, and the line pressure is supplied to the right oil chamber 103 of the forward / reverse selection hydraulic servo mechanism 100. PL is supplied. At this time, the left oil chamber 102 is connected to the drain via the fourth shift valve 96 in the set state, and the rod 101 is in the operating state. The rod 101 is connected to a shift fork that operates the dog-tooth clutch 46. When the rod 101 is in an operating state, the 4-speed driven gear 54 b and the counter shaft 33 are coupled by the dog-tooth clutch 46.

  The line pressure PL supplied to the right oil chamber 103 of the forward / reverse selection hydraulic servo mechanism 100 is supplied from the oil passage 133 to the second and third linear solenoid valves 117 and 118 through the oil passages 133a and 133b. In the LOW in-gear mode, the 2ND clutch 42 is connected to the output port of the second linear solenoid valve 117 and drained, the 3RD clutch 43 is connected to the output port of the third linear solenoid valve 118, and the 4TH clutch 44 is connected to the fourth output. The 5TH clutch 45 is connected to the first cut valve 120 and is drained and connected to the shift valve 96, and both are opened.

  Next, the LOW mode will be described. In the LOW mode, the second on / off solenoid valve 112 is turned on from the state of the LOW in-gear mode. As a result, the line pressure PL is supplied to the oil passage 142, and the D inhibitor valve 98 is set in the operating state (if it is already in the operating state, it is maintained as it is), and the spool 93a of the second shift valve 92 is operated to operate the second shift valve. 92 is set to the operating state.

  As a result, the line pressure PL supplied from the oil passage 131 through the oil passage 131a and the oil passage 131b is supplied to the oil passage 132 through the D inhibitor valve 98 in the operating state, and the forward / reverse selection hydraulic servo mechanism 100 The right oil chamber 103 is maintained with the line pressure PL being supplied. Further, the oil passage 130d that is always connected to the oil passage 130b through the port of the manual valve 88 and is supplied with the line pressure PL branches off to the oil passage 130e, and the oil passage 130e passes through the activated second cut valve 122. Is connected to the oil passage 134, and the oil passage 134 is connected to the oil passage 135 through the first cut valve 120 in the set state.

  Further, the oil passage 135 is connected to the oil passage 147 through the activated second shift valve 92. The oil passage 147 is connected to the oil passage 148 via the spool groove of the manual valve 88 positioned at the D position, and the oil passage 148 is connected to the oil passage 149 via the spool groove of the first shift valve 90 in the set state. 149 is connected to the oil passage 150 through the spool groove of the third shift valve 94 in the set state. The oil passage 150 is connected to the LOW clutch 41, and as a result, the line pressure PL is supplied to the LOW clutch 41, which is completely engaged to set the LOW gear position.

  FIG. 5 shows that the fourth on / off solenoid valve 114 is turned on or off in the LOW mode. The oil passage 144 to which the output hydraulic pressure from the fourth on / off solenoid valve 114 is supplied is connected to the right end port 81a of the lock-up shift valve 81 from the oil passage 144b as described above. The output hydraulic pressure from the solenoid valve 114 is used for the operation of the lockup shift valve 81, that is, the operation control of the lockup clutch LC of the torque converter 22.

  Such lock-up clutch operation control by the fourth on / off solenoid valve 114 is similarly performed in all modes described below. That is, in all modes except the LOW in-gear mode at the D position shown in FIG. 5, the fourth on / off solenoid valve 114 is used for the operation control of the lock-up clutch, and the shift control mode is set in the first to first modes. 3 on / off solenoid valves 111 to 113 are used.

  However, in the (1) -2-3 speed change mode and the (2) -3-4 speed change mode, the first on / off solenoid valve 114 is in an off state (a state in which lockup clutch operation control is not performed), and the first The control hydraulic pressure output from the linear solenoid valve 116 is supplied to the LOW clutch 41 and the 2ND clutch 42, respectively, and the engagement is controlled.

  Next, control for shifting from the LOW mode in which the LOW gear stage is set to the second speed stage will be described. At this time, first, the 1-2 shift mode is set, then the 2ND mode is set, and the shift to the second speed is performed.

  In the 1-2 shift mode, the first on / off solenoid valve 111 is turned on and set from the state of the LOW mode. As a result, the line pressure PL is output to the oil passage 141, the spool 91a of the first shift valve 90 is moved to the left, and the first shift valve 90 is activated.

  Further, in the first cut valve 120, the line pressure PL acts on the left end port 120a, but the oil pressure 150c branched from the oil passage 150 is connected to the right end port 120b and the control hydraulic pressure of the LOW clutch 41 acts. When the control hydraulic pressure of the LOW clutch 41 decreases (below a predetermined pressure) in the −2 shift mode, the spool 121a of the first cut valve 120 is moved to the right and the first cut valve 120 is activated.

  Here, when the first cut valve 120 is in the operating state, the oil passage 131b branched from the oil passage 131 is connected to the port 120b, so the step portion of the spool 121a in which the line pressure PL has moved to the right via the port 120b. Acts on and self-locks in the right-handed state. That is, the first cut valve 120 is self-locked in the operating state.

  In the 1-2 shift mode, as shown in FIG. 5, the control hydraulic pressure output from the second and third linear solenoid valves 117 and 118 is used. First, the control hydraulic pressure output from the third linear solenoid valve 118 to the oil passage 161 is connected to the oil passage 162 via the second shift valve 92 in the operating state, and the oil passage 162 passes through the second cut valve 122 in the operating state. The oil passage 163 is connected to the oil passage 149 via the first shift valve 90 in the activated state, and the oil passage 149 is connected to the oil passage 150 via the third shift valve 94 in the set state. As described above, the oil passage 150 is connected to the LOW clutch 41, and the control hydraulic pressure output from the third linear solenoid valve 118 is supplied to the LOW clutch 41 and its engagement control is performed.

  On the other hand, the control hydraulic pressure output from the second linear solenoid valve 117 to the oil passage 171 is connected to the oil passage 172 via the third shift valve 94 in the set state, and the oil passage 172 passes through the second shift valve 92 in the operating state. The oil passage 173 is connected to the oil passage 174 via the first shift valve 90 in the activated state. The oil passage 174 is connected to the 2ND clutch 42, and the control hydraulic pressure output from the second linear solenoid valve 117 is supplied to the 2ND clutch 42 and its engagement control is performed.

  As described above, in the 1-2 speed change mode, the 2ND clutch 42 is engaged by the control hydraulic pressure from the second linear solenoid valve 117 while the engagement of the LOW clutch 41 is released by the control hydraulic pressure from the third linear solenoid valve 118. Shift control from the LOW gear to the second gear is performed by performing control to be combined.

  Thus, when the LOW clutch 41 is released and the 2ND clutch 42 is engaged in the 1-2 shift mode, the mode shifts to the 2ND mode. In the 2ND mode, the second on / off solenoid valve 112 is turned off from the state of the 1-2 shift mode, and the second shift valve 92 is set.

  As a result, the oil passage 131c branched from the oil passage 131a to which the line pressure PL is supplied via the manual valve 88 is connected to the oil passage 136 via the third shift valve 94 in the set state, and the oil passage 136 is in the set state. The oil passage 173 is connected to the oil passage 173 via the second shift valve 92, the oil passage 137 is connected to the oil passage 174 via the first shift valve 90 in the activated state, and the oil passage 174 is connected to the 2ND clutch 42. As a result, the line pressure PL is supplied to the 2ND clutch 42, the 2ND clutch 42 is completely engaged, and the second speed is set.

  Next, control for shifting from the 2ND mode in which the second speed is set in this way to the third speed will be described. At this time, first, the 2-3 shift mode is set, then the 3RD mode is set, and the shift to the third speed is performed.

  The 2-3 shift mode is set by turning off the first on / off solenoid valve 111 from the state of the 2ND mode. As a result, all of the first to third on / off solenoid valves 111 to 113 are turned off, but this state is the same as the LOW in-gear mode. However, in the 2-3 shift mode, the first cut valve 120 is in a self-locked state in the operating state, which is different from the state in the LOW in-gear mode.

  In the 2-3 shift mode, as shown in FIG. 5, the control hydraulic pressure output from the second and third linear solenoid valves 117 and 118 is used. First, the control hydraulic pressure output from the second linear solenoid valve 117 to the oil passage 171 is connected to the oil passage 172 via the third shift valve 94 in the set state, and the oil passage 172 passes through the second shift valve 92 in the set state. The oil passage 175 is connected to the oil passage 174 via the first shift valve 90 in the set state. Since the oil passage 174 is connected to the 2ND clutch 42, the control hydraulic pressure output from the second linear solenoid valve 117 is supplied to the 2ND clutch 42, and its engagement control is performed.

  On the other hand, the control hydraulic pressure output from the third linear solenoid valve 118 to the oil passage 161 is connected to the oil passage 164 via the second shift valve 92 in the set state, and the oil passage 164 passes through the first shift valve 90 in the set state. To the oil passage 165. The oil passage 165 is connected to the 3RD clutch 43, and the control hydraulic pressure output from the third linear solenoid valve 118 is supplied to the 3RD clutch 43, and its engagement control is performed.

  As described above, in the 2-3 shift mode, the 3RD clutch 43 is engaged by the control hydraulic pressure from the third linear solenoid valve 118 while the engagement of the 2ND clutch 42 is released by the control hydraulic pressure from the second linear solenoid valve 117. Shift control from the second gear to the third gear is performed by performing control to be combined.

  On the other hand, in the 2-3 shift mode, when the lock-up clutch LC is off, that is, when the lock-up control valve 82 is in the set state and no hydraulic pressure is supplied to the lock-up clutch, the first linear solenoid valve 116 A 2-1 shift or a 3-1 shift can be performed using the control hydraulic pressure. At this time, the second cut valve 122 is set.

  In this manner, when the 2ND clutch 42 is released and the 3RD clutch 43 is engaged in the 2-3 shift mode, the mode shifts to the 3RD mode. In the 3RD mode, the third on / off solenoid valve 113 is turned on from the state of the 2-3 shift mode, the third shift valve 94 is activated, and the second cut valve 122 is set.

  In the 3RD mode, the line pressure PL is output from the third linear solenoid valve 118 to the oil passage 161. The oil passage 161 is connected to the oil passage 164 through the second shift valve 92 in the set state, the oil passage 164 is connected to the oil passage 165 through the first shift valve 90 in the set state, and the oil passage 165 is connected to the 3RD clutch 43. Since they are connected, the line pressure PL output from the third linear solenoid valve 118 is supplied to the 3RD clutch 43, the 3RD clutch 43 is completely engaged, and the third gear is set.

  It should be noted here that when the lock-up clutch LC is on in the 2-3 shift mode, the second cut valve 122 changes from the operating state to the set state in the 3RD mode. In this state, a configuration is established in which neither the first cut valve 120 nor the second cut valve 122 can supply hydraulic pressure to the LOW clutch 41.

  The control for shifting from the 3RD mode in which the third speed stage is set to the fourth speed stage will now be described. At this time, first, after the 3-4 shift mode is set, the 4TH mode is set, and the shift to the fourth speed is performed.

  The 3-4 shift mode is set by turning on the first on / off solenoid valve 112 from the state of the 3RD mode. As a result, the spool 90a of the first shift valve 90 is moved in the left direction, and the first shift valve 90 is activated.

  In the 3-4 shift mode, as shown in FIG. 5, the control hydraulic pressure output from the second and third linear solenoid valves 117, 118 is used. First, the oil passage 161 from which the control hydraulic pressure is output from the third linear solenoid valve 118 is connected to the oil passage 164 via the second shift valve 92 in the set state. The oil passage 164 bypasses the activated first shift valve 90 and is directly connected to the oil passage 166. In this hydraulic circuit diagram, although it seems that the oil passage 164 is blocked by the activated first shift valve 90, the oil passage 164 actually bypasses the first shift valve 90 and oil It is directly connected to the road 166.

  The oil passage 166 is connected to the oil passage 167 via the third shift valve 94 in the operating state, and the oil passage 167 is connected to the oil passage 165 via the first shift valve 90 in the operating state. The oil passage 165 is connected to the 3RD clutch 43, and the control hydraulic pressure output from the third linear solenoid valve 118 is supplied to the 3RD clutch 43, and its engagement control is performed.

  On the other hand, the control hydraulic pressure is output from the second linear solenoid valve 117 to the oil passage 171, but the oil passage 171 is connected to the oil passage 181 via the third shift valve 94 in the operating state, and the oil passage 181 is in the operating state. It is connected to the oil passage 182 through the 1 shift valve 90. The oil passage 182 is connected to the 4TH clutch 44, and the control hydraulic pressure output from the second linear solenoid valve 117 is supplied to the 4TH clutch 44 and its engagement control is performed.

  Thus, in the 3-4 shift mode, the 4TH clutch 44 is disengaged by the control hydraulic pressure from the second linear solenoid valve 117 while the engagement of the 3RD clutch 43 is released by the control hydraulic pressure from the third linear solenoid valve 118. Shift control from the third gear to the fourth gear is performed by controlling the engagement.

  On the other hand, when the lockup clutch LC is off in the 3-4 shift mode, that is, when the lockup control valve 82 is in the set state, the control hydraulic pressure from the first linear solenoid valve 116 is supplied to the 2ND clutch 42, A 3-2 shift or a 4-2 shift is possible.

  In the 3-4 shift mode, when the 3RD clutch 43 is released and the 4TH clutch 44 is engaged, the mode shifts to the 4TH mode. In the 4TH mode, the second on / off solenoid valve 112 is turned on from the state of the 3-4 shift mode, and the second shift valve 92 is activated. As a result, in the 4TH mode, the line pressure PL is output from the second linear solenoid valve 117 to the oil passage 171. The oil passage 171 is connected to the oil passage 181 through the third shift valve 94 in the operating state, and the oil passage 181 is connected to the oil passage 182 through the first shift valve 90 in the operating state.

  Since the oil passage 182 is connected to the 4TH clutch 44, the line pressure PL output from the second linear solenoid valve 117 is supplied to the 4TH clutch 44, the 4TH clutch 44 is completely engaged, and the fourth speed is set. The

  The control for shifting from the 4TH mode in which the fourth speed is set in this way to the fifth speed will be described below. At this time, first, the 4-5 shift mode is set, then the 5TH mode is set, and the shift to the fifth gear is performed.

  The 4-5 shift mode is set when the first on / off solenoid valve 111 is turned off from the state of the 4TH mode. Thereby, the spool 91a of the first shift valve 90 is moved in the right direction, and the first shift valve 90 is set.

  In the 4-5 shift mode, as shown in FIG. 5, the control hydraulic pressure output from the second and third linear solenoid valves 117 and 118 is used. First, the control hydraulic pressure from the second linear solenoid valve 117 is output to the oil passage 171, and this oil passage 171 is connected to the oil passage 181 via the third shift valve 94 in the operating state, and the oil passage 181 is in the operating state. The first shift valve 90 is connected to the oil passage 182. The oil passage 182 is connected to the 4TH clutch 44, and the control hydraulic pressure output from the second linear solenoid valve 117 is supplied to the 4TH clutch 44 and its engagement is controlled.

  On the other hand, the control oil pressure is output from the third linear solenoid valve 118 to the oil passage 161. This oil passage 161 is connected to the oil passage 162 through the second shift valve 92 in the operating state, and the oil passage 162 is in the set state. The oil passage 191 is connected to the oil passage 192 through the first shift valve 90 in the activated state, and the oil passage 192 is connected to the oil passage 192 through the first cut valve 120 in the activated state. To the oil passage 193. The oil passage 193 is connected to the 5TH clutch 45, and the control hydraulic pressure output from the third linear solenoid valve 118 is supplied to the 5TH clutch 45, and its engagement control is performed.

  As described above, in the 4-5 shift mode, the 5TH clutch 45 is released by the control hydraulic pressure from the third linear solenoid valve 118 while the engagement of the 4TH clutch 44 is released by the control hydraulic pressure from the second linear solenoid valve 117. Shift control from the fourth speed to the fifth speed is performed by controlling the engagement.

  Thus, when the 4TH clutch 44 is released and the 5TH clutch 45 is engaged in the 4-5 shift mode, the mode shifts to the 5TH mode. In the 5TH mode, the third on / off solenoid valve 113 is turned off from the state of the 4-5 shift mode, and the third shift valve 94 is set. As a result, the first and third on / off solenoid valves 111 and 113 are turned off and the second on / off solenoid valve 112 is turned on. This state is the same as in the LOW mode.

  However, in the LOW mode, the first cut valve 120 is in the set state and the second cut valve 122 is in the self-locked state in the operating state, and in the 5TH mode, the first cut valve 120 is in the self-locked state in the operating state. There is a difference in that the second cut valve 122 is in the set state.

  In the 5TH mode, the line pressure PL is output from the third linear solenoid valve 118 to the oil passage 161. The oil passage 161 is connected to the oil passage 162 through the second shift valve 92 in the operating state, the oil passage 162 is connected to the oil passage 191 through the second cut valve 122 in the set state, and the oil passage 191 is the first in the set state. The oil passage 192 is connected to the oil passage 192 through the first shift valve 90, and the oil passage 192 is connected to the oil passage 193 through the first cut valve 120 in the activated state.

  Since the oil passage 193 is connected to the 5TH clutch 45, the control hydraulic pressure output from the third linear solenoid valve 118 is supplied to the 5TH clutch 45, and the 5TH clutch 45 is completely engaged.

  In the downshift from 5TH, the control of the first to fourth on / off solenoid valves 111 to 114 and the first to third linear solenoid valves 116 to 118 in the upshift described so far is performed according to the pattern shown in FIG. It is established by doing it in reverse.

  However, the downshift from 2ND to LOW is not the 1-2 shift mode in FIG. 5 but the downshift in (1) -2-3 mode. That is, the hydraulic pressure is supplied to the LOW clutch 41 by the first linear solenoid valve 116. As a result, the second cut valve 122 is switched from the set state to the activated state. As described above, the shift control is performed by controlling the first to fourth on / off solenoid valves 111 to 114 and the first to third linear solenoid valves 116 to 118 of the hydraulic circuit 6.

  Next, the shift control during upshift will be described in detail. The main control means 270 is a shift map indicating the relationship between the vehicle speed, the throttle opening, and the gear position from the signal indicating the position from the shift operating device 18 or from the vehicle speed V and the throttle opening TH detected by the throttle opening sensor 10. The destination stage obtained by searching for the current stage is compared with the current stage, and it is determined whether upshift / downshift / no shift. In the case of an upshift, control is performed so that the upshift control means 272 is executed. In the case of downshift, control is performed so that the downshift control means 274 is executed. When there is no shift, control is performed so that the steady control means 276 is executed.

  As shown in FIG. 13, the upshift control means 272 includes a preparation control means 280, a torque phase control means 282, an inertia phase control means 284, and an engagement control means 286. The preparation control means 280 implements an invalid stroke filling operation for the ON clutch. For example, (1) a hydraulic pressure command value QON (ON preparation pressure) and a preparation time for the destination stage clutch are calculated, and a control signal corresponding to the hydraulic pressure command value QON is output to the hydraulic circuit 6. (2) A value obtained by adding a margin addition torque value #dTQUTRF to an input shaft estimated torque TTAP, which will be described later, is set as an OFF shelf torque TQOF. (3) A hydraulic pressure command value QOF corresponding to the OFF shelf torque is calculated, and a control signal corresponding to the hydraulic pressure command value QOF is output to the hydraulic circuit 6.

  The torque phase control means 282 calculates torque phase ON and OFF clutch torques TQON and TQOF, and calculates hydraulic pressure command values QON and QOF corresponding to TQON and TQOF. Then, control signals corresponding to QON and QOF are output to the hydraulic circuit 6. For example, from the viewpoint of reducing shift shock, the torque phase is divided into a standby period of a predetermined time #TMUTAHA and a boost period of a predetermined time (TMDB2B- # TMUTAHA), and the ON clutch torque TQON and the OFF clutch torque TQOF in each section are controlled. .

  (1) In the standby section, the ON torque TQON = 0 is set, and the oil temperature TATF and the shift mode (1-2, 2-3, 3-4, 4-5) Every time a database (not shown) in which the ON side hydraulic pressure command value in the standby section, the ON side hydraulic pressure command value in the boost section, the standby time, and the torque phase time are defined is searched, the corresponding ON in the standby section is searched. Side hydraulic pressure command value QON, boost side ON side hydraulic pressure command value QON, standby time #TMUTAHA, and torque phase time TMDB2B are acquired. A control signal corresponding to the ON side hydraulic pressure command value QON is output to the hydraulic circuit 6 for the waiting time #TMUTAHA. Further, a value obtained by adding a margin addition torque value #dTQUTRF to an input shaft estimated torque TTAP, which will be described later, is set as an OFF torque TQOF, a hydraulic pressure command value QOF corresponding to TQOF is calculated, and a control signal corresponding to the hydraulic pressure command value QOF is calculated. Is output to the hydraulic circuit 6.

  (2) In the boost section, the control signal corresponding to the ON hydraulic pressure command value QON is output to the hydraulic circuit 6 for the boost time (TMDB2B- # TMUTAHA). The value obtained by adding the margin addition torque value #dTQUTRF to the input shaft estimated torque TTAP is defined as the OFF-side clutch torque TQOF. A hydraulic pressure command value QOF corresponding to TQOF is calculated, and a control signal corresponding to the hydraulic pressure command value QOF is output to the hydraulic circuit 6.

  (3) Even if the engagement of the OFF side clutch is released, it shows that the ON side clutch has been engaged before the shift shock does not occur, and is turned on when the hydraulic pressure of the ON side clutch is greater than or equal to a predetermined value. When the hydraulic switch that is not turned on is turned on, an OFF side clutch torque TQOF for releasing the OFF side clutch is calculated, and a hydraulic pressure command value QOF corresponding to TQOF is obtained. A control signal corresponding to the hydraulic pressure command value QOF is output to the hydraulic circuit 6.

  The input shaft estimated torque TTAP calculates the engine inertia torque DTEI at the start of the inertia phase used for the change from the engine speed NE, and the input shaft with respect to the calculated engine inertia torque DTEI and the engine speed NE at the start of the shift. The torque converter 22 of the torque converter 22 corresponding to the torque converter slip ratio ETR obtained by searching a map storing the relationship between the torque converter slip ratio and the torque converter torque ratio from the torque converter torque ratio KTRLAT indicated by the ratio (NM / NE) of the rotational speed NM. The input shaft estimated torque TTAP is estimated by the following formula (1) using the torque converter torque ratio KTRLAT.

TTAP = (TQGAIR-DTEI) * KTR (1)
However, TQGAIR is the estimated engine output torque at the time of control, and DTEI is the engine inertia torque at the time of control. KTR is the torque converter torque ratio at the time of control. The estimated engine output torque is calculated based on, for example, the intake air amount to the engine 2 and the engine speed NE.

  The inertia phase control means 284 calculates the ON side clutch torque TQON from the viewpoint of reducing the shift shock based on the input shaft estimated torque TTAP. For example, inertia phase front clutch torque TQUIA0 = TTAP * {1 + KGUIA0 * ((# RATIOn / # RATIom) -1)}, inertia phase first intermediate clutch torque TQUIIA1 = TTAP * {1 + KGUIA1 * ((# RATIOn / # RATIom) − 1)}, inertia phase second intermediate clutch torque TQUIA2 = TTAP * {1 + KGUIA2 * ((# RATIOn / # RATIom) −1)}, inertia phase rear clutch torque TQUIA3 = TTAP * {1 + KGUIA3 * ((# RATIOn / # RATIOm) -1)} is calculated, and the ON clutch torque TQON is calculated based on TQUIA0, TQUIA1, TQUIIA2, TQUIIA3 and the input / output rotational speed ratio GRATIO at the time of control.

  The input / output rotational speed ratio GRATIO is a value obtained by converting the ratio between the input shaft rotational speed NM and the counter shaft NC into a table (not shown). For this reason, GRATIO converges within a certain range based on the gear ratio of each gear stage when the clutch is completely engaged, and changes sequentially according to the degree of progress during gear shifting. It can be used as an index indicating the degree of progress. Therefore, by using this GRATIO, it is possible to accurately detect the progress of the shift regardless of the elapsed time from the start of the shift. #RATIOn is the gear ratio of the current stage, #RATIom is the gear ratio of the destination stage, and KGUIA0 to KGUIA3 are coefficients determined from the viewpoint of reducing the shift shock.

  Then, the inertia phase section is divided into three sections by GRATIO. For example, a value GRUIA1 obtained by adding the first predetermined value to GRATIO (GA), a value GRUIA2 obtained by adding the second predetermined value to GRATIO (GA), and a value #GRUEAG obtained by subtracting the third predetermined value from GRATIO (GB) are set. .

  FIG. 14 is a diagram illustrating the movement of GRATIO. For example, in 2ND, GRATIO = 2, 2-3 upshift (UP23), GRATIO changes from GRATIO (GA) = 2 to GRATIO (GB) = 3, and in 3RD, GRATIO = 3, 3-4 upshift In (UP34), GRATIO changes from GRATIO (GA) = 3 to GRATIO (GB) = 4, and in 4th, GRATIO = 4. The rise of the shift signal SH indicates the time of upshift by the shift operation lever 18a or the like.

  In GRATIO (GA) to GRUIA1, the ON torque TQON is calculated based on the clutch torques TQUIA0 and TQUIA1 and the input shaft estimated torque TTAP. In GRUIA1 to GRUIA2, the ON torque TQON is calculated based on the clutch torques TQUIA1 and TQUIA2 and the input shaft estimated torque TTAP. In GRUIA2 to #GRUEAG, the ON torque TQON is calculated based on the clutch torques TQUIA2 and TQUIIA3 and the input shaft estimated torque TTAP.

  The inertia phase ends when GRATIO becomes larger than #GRUEAG. Further, in the inertia phase, it is monitored whether the shift destination clutch is in an engaged state, and when it is in the engaged state, 1 is set to F_ENGAGE. The engaged state is a case where the state where GRATIO is in the range of GRATIO (GB) ± Δ (predetermined value) continues for a predetermined time. A hydraulic pressure command value QON corresponding to the ON clutch torque TQON is calculated, and a control signal corresponding to the hydraulic pressure command value QON is output to the hydraulic circuit 6. Further, the OFF torque TQOF is set to zero. A hydraulic pressure command value QOF corresponding to the OFF clutch torque TQOF is calculated, and a control signal corresponding to the hydraulic pressure command value QOF is output to the hydraulic circuit 6.

  The engagement control means 286 calculates an engagement hydraulic pressure command value QON necessary for fully engaging the destination stage clutch and a hydraulic pressure command value QOF for completely releasing the current stage clutch, and corresponds to the hydraulic pressure command values QON and QOF. The control signal is output to the hydraulic circuit 6, and includes an engagement timer data table 300, an engagement hydraulic command value inclination data table 302, and an engagement hydraulic command value calculation unit 304.

  FIG. 16 is a configuration diagram of the engagement timer data table 300, where the horizontal axis represents the hydraulic oil temperature TATF, and the vertical axis represents the engagement timer value #TMUEAGLN. As shown in FIG. 16, the engagement timer data table 300 stores the relationship between the hydraulic oil temperature TATF and the engagement timer value #TMUEAGLN. The engagement timer value #TMUEAGLN refers to the engagement time. The engagement timer value #TMUEAGLN is set to be a non-decreasing function with respect to the oil temperature TATF.

  For example, when the first temperature T1 ≧ the oil temperature TATF, the engagement timer value # TMUEAGLN = constant at the first timer value # TM1, and when the first temperature T1 ≦ the oil temperature TATF ≦ the second temperature T2, the engagement timer value #TMUEAGLN is When the second temperature T2 ≦ the oil temperature TAFT is monotonously increased with respect to the oil temperature TATF, the engagement timer value # TMUEAGLN = the second timer value TM2 is constant. For example, the first temperature T0 = 25 ° C. and the second temperature T2 = 100 ° C. Further, the engagement timer value #TMUEAGLN is larger than the engagement timer value #TMUEAG when the lockup clutch LC is not engaged.

  FIG. 17 is a configuration diagram of the engagement pressure gradient data table 302, where the horizontal axis represents the hydraulic oil temperature TATF, and the vertical axis represents the engagement pressure gradient #DQUEADLN. As shown in FIG. 17, the engagement pressure gradient data table 302 stores the relationship between the hydraulic oil temperature TATF and the engagement pressure gradient #DQUEADLN. The engagement pressure gradient #DQUEADLN is a value indicating the gradient of the engagement hydraulic pressure command value. For example, when the engagement pressure increases stepwise (increments every predetermined time), the hydraulic pressure command value of that one step Is an incremental amount. In the engagement pressure gradient data table 302, the engagement pressure gradient #DQUEADLN is set to be a non-increasing function with respect to the oil temperature TATF.

  For example, when the first temperature T1 ≧ the oil temperature TATF, the engagement pressure gradient # DQUEADLN = the first engagement pressure gradient # DQ1 is constant, and when the first temperature T1 ≦ the oil temperature TATF ≦ the second temperature T2, the engagement pressure gradient #DQUEADLN When the oil temperature TATF decreases monotonously and the second temperature T2 ≦ the oil temperature TATF, the engagement pressure gradient # DQUEADLN = the second engagement pressure gradient DQ2. Further, the engagement pressure gradient #DQUEADLN is smaller than the engagement pressure gradient #DQUEADLF when the lockup clutch LC is not engaged.

  The engagement timer data and the engagement pressure gradient data stored in the tables 300 and 302 are, under each oil temperature TATF, experimentally, with the engagement timer value #TMUEAGLN and the engagement pressure gradient # in the state where the lockup clutch LC is engaged. This is set based on the condition that when the DQUEADLN is changed, the lockup clutch LC does not leave and the engagement time becomes shorter.

The engagement hydraulic pressure command value calculation means 304 has the following functions.
(1) When the lockup clutch LC is ON, the following processing is performed.

  (A) When GRATIO satisfies the engagement condition, the engagement timer data table 300 and the engagement pressure gradient data table 302 are searched from the oil temperature TATF detected by the oil temperature sensor 17, and the engagement timer value corresponding to the oil temperature TATF. #TMUEAGLN and the engagement pressure gradient #DQUEADLN are calculated. The lock-up clutch LC is ON when, for example, F_LCSOLM = 1 and QLCPLC is equal to or greater than a predetermined value #QLCOFF. Further, the case where GRATIO satisfies the engagement condition means that # GRUEAG ≦ GRATIO <#GRATIOH (= GRATIO (GB) + predetermined value) or F_ENGAGE = 1. The hydraulic pressure command value QON is a value (QON = QON + # DQUEADLN) obtained by adding the engagement pressure gradient #DQUEADLN to the current hydraulic pressure command value QON at regular intervals (for example, every 10 ms) for the time indicated by the engagement timer value #TMUEAGLN. .

(B) When GRATIO does not satisfy the engagement condition, the engagement timer data table 300 is searched from the oil temperature TATF detected by the oil temperature sensor 17, and the engagement timer value #TMUEAGLN corresponding to the oil temperature TATF is calculated. A value (QON = QON + # DQUEAD) obtained by adding a fixed engagement pressure gradient #DQUEADJ to a current hydraulic pressure command value QON at a constant time (for example, every 10 ms) as a hydraulic pressure command value QON for a time indicated by an engagement timer value #TMUEAGLN To do. The fixed engagement pressure gradient #DQUEADJ is a hydraulic pressure for gradually pressurizing the ON-side clutch so as to satisfy the engagement condition within the time indicated by the engagement timer value #TMUEAGLN.
(2) When the lockup clutch LC is OFF, the following processing is performed.

  (A) When GRATIO satisfies the engagement condition, a value obtained by adding the fixed engagement pressure gradient #DQUEAD to the current hydraulic pressure command value QON at a certain time (for example, every 10 ms) for the time indicated by the fixed engagement timer value #TMUEAGLF Let (QON = QON + # DQUEAD) be the hydraulic pressure command value QON.

  (B) When GRATIO does not satisfy the engagement condition, a value obtained by adding a fixed engagement pressure gradient #DQUEADJ to a current hydraulic pressure command value QON at a constant time (every 10 ms) for a time indicated by a fixed engagement timer value #TMUEEAGLF ( QON = QON + # DQUEADJ) is set as the hydraulic pressure command value QON.

  Thus, when the lock-up clutch LC is ON, the lock-up is performed based on the engagement timer value #TMUEAGLN that is non-decreasing with respect to the oil temperature TATF and the engagement pressure gradient #DQUEADLN that is not increasing with respect to the oil temperature TATF. Since the pressure is gently increased as compared with the case where the clutch LC is not engaged, the control pressure related to the engagement control of the lockup clutch LC is not reduced, and the lockup clutch LC is separated and the vehicle body does not vibrate. .

  The downshift control means 274 performs downshift transmission control. As in the case of the upshift transmission control, the downshift transmission control also increases the shift time when the lockup clutch LC is engaged, compared with the case where the lockup clutch LC is not engaged, The degree of increase of the clutch oil pressure command value at the subsequent stage may be reduced. The steady control means 276 controls LOW in-gear, LOW steady, 2ND steady, 3RD steady, 4th steady and 5th steady.

  18 to 20 are flowcharts showing an example of a control method of the automatic transmission. 18 to 20 are executed at regular intervals, for example, every 10 msec. 21 to 25 are time charts relating to the control of the automatic transmission. Hereinafter, the shift control method at the time of upshift will be described with reference to these drawings.

  In step S10 in FIG. 18, a shift map storing the relationship between the vehicle speed and the throttle opening and the gear position is searched from the vehicle speed V and the throttle opening TH, and in step S12, the search value is set as the destination stage (shift stage) SH. rewrite. The destination stage is also determined by selection by the shift lever 18a. In step S14, the current stage is rewritten as GA, and the target stage SH is rewritten as the preceding stage GB. In step S16, the shift mode QATNUM is searched. Shift modes are 11h (upshift from 1st speed to 2nd speed), 12h (upshift from 2nd speed to 3rd speed), 21h (downshift from 2nd speed to 1st speed), 31h (1st speed hold), etc. Indicated by If the first character is 1, it indicates an upshift, if it is 2, it indicates a downshift, and if it is 3, it indicates a hold. h is a symbol representing a hexadecimal number.

  In step 18, SFTMON is initialized to zero. SFTMON is a counter for shift control, and changes to 00h before start of shift control, 10h for preparation, 20h, 21h for torque phase, 30h, 31h, 32h for inertia phase, and 40h, 41h for engagement. In step S20, the destination stage is compared with the current stage to determine whether it is an upshift / downshift, and if it is an upshift, the upshift shift control shown in FIG. 19 is performed.

  In step S50 in FIG. 19, it is determined whether SFTMON = 0 (preparation start). If a positive determination is made, the process proceeds to step S52. If a negative determination is made, the process proceeds to step S70. Since SFTMON = 0 (preparation start) at the start of shifting, the process proceeds to step S52. In step S54, 10h is substituted for SFTMON and the timer tUPA1 is started. In step S56, the ON clutch torque TQON is set to zero. In step S58, the OFF shelf torque TQOF (the amount of torque necessary to hold the engine torque) is set based on the input shaft estimated torque TTAP shown in the equation (1), and the initial preparation is as shown in FIG. Substitute 11h for SFTMON.

  In step S60, an ON preparation pressure QON for filling invalid strokes is calculated. In step S62, a hydraulic pressure command value QOF corresponding to the OFF shelf torque TQOF is calculated, and the process returns to step S2 in FIG. Steps S10 to S20 are executed, and it is determined again whether or not SFTMON = 0 (preparation start) in step S50 in FIG. 19, but since preparation is not started (SFTMON = 10h), the process proceeds to step S70. move on.

  In step S70, it is determined whether SFTMON = 10h or 11h. If a positive determination is made, the process proceeds to step S72. If a negative determination is made, the process proceeds to step S90. In step S72, it is determined whether or not the timer tUPA1 = 0 indicating the preparation period. If a positive determination is made, the process proceeds to step S74. If a negative determination is made, the process proceeds to step S56, and steps S56 to S62 are executed until the timer tUPA1 times out.

  When the preparation period ends, the process proceeds to step S74 for controlling the torque phase. In step S74, 20h is substituted for SFTMON. In step S76, torque phase ON, OFF torques TQON, TQOF are calculated. The ON / OFF torques TQON and TQOF are calculated by the torque phase control means 282 described above. In the torque phase, as shown in FIG. 21, 21h is assigned to SFTMON for the first time in the torque phase and the timer tUTAG is started, and then 22h is assigned to SFTMON. In step S78, an ON torque phase pressure QON corresponding to the torque phase ON torque TQON is calculated. In step S80, an OFF torque phase pressure QOF corresponding to the torque phase OFF torque TQOF is calculated.

  Next, the process proceeds to step S90. In step S90, it is determined whether SFTMON = 20h or 21h. If a positive determination is made, the process proceeds to step S92. If a negative determination is made, the process proceeds to step S110. In step S92, it is determined whether or not the timer tUTAG has timed out. If a negative determination is made, the process proceeds to step S76, and steps S76 to S80 are executed until the timer tUTAG times out and the torque phase ends. If it is affirmation determination, it will progress to step S94.

  In step S94, 30h is substituted for SFTMON. In step S96, an inertia phase ON torque TQON is calculated. The calculation of the ON torque TQON is performed by the inertia phase control means 284 described above. In the inertia phase, as shown in FIG. 21, 31h is assigned to SFTMON for the first time of the inertia phase and the timer tUI is started, and 31h, 32h, and 33h are sequentially set to SFTMON according to GRATIO. When the condition of GRATIO (GB) −Δ (predetermined value) <GRATIO <GRATIO (GB) + Δ continues for a predetermined time, 1 is substituted into F_ENGAGE. In step S98, 0 is substituted for OFF torque TQOF. In step S100, an ON inertia phase pressure QON corresponding to the ON torque TQON is calculated. In step S102, an OFF inertia phase pressure QOF corresponding to the OFF torque TQOF is calculated.

  Next, the process proceeds to step S110. In step S110, it is determined whether SFTMON is 30h, 31h, 32h, or 33h. If it is affirmation determination, it will progress to step S112. If a negative determination is made, the process proceeds to step S120. In step S112, it is determined whether GRATIO is larger than #GRUEAG. If it is negative determination, it will progress to step S96 and will perform step S96-S102 until GRATIO becomes larger than #GRUEAG.

  In step S114, 40h is substituted for SFTMON. In step S116, the ON engagement pressure shown in FIG. 20 is calculated. In step S150 in FIG. 20, it is determined whether SFTMON is 40h. If a positive determination is made, the process proceeds to step S152. If a negative determination is made, the process proceeds to step S160. In step S152, 41h is substituted for SFTMON. In step S154, F_LCSOLM = 1 (the fourth on / off solenoid valve 114 is ON) and QLCPLC ≧ # QLCOFF (the control pressure of the first linear solenoid 116 is above a certain level), that is, whether or not the lockup clutch LC is engaged. Determine whether. If a positive determination is made, the process proceeds to step S156. If a negative determination is made, the process proceeds to step S158.

(A) When the lockup clutch LC is engaged The engagement timer data table 300 is searched from the oil temperature TATF detected by the oil temperature sensor 17 in step S156, and the engagement timer value #TMUEAGLN corresponding to the oil temperature TATF is obtained. , #TMUEAGLN is assigned to tUEAG.

  In step S160, it is determined by GRATIO whether or not, for example, # GRUEAG ≦ GRATIO <#GREGH or F_ENGAGE = 1. If it is affirmation determination, it will progress to step S162. If a negative determination is made, the process proceeds to step S170.

  In step S162, it is determined whether F_LCSOLM = 1 and QLCPLC ≧ # QLCOFF. If it is affirmation determination, it will progress to step S164. If a negative determination is made, the process proceeds to step S166. The engagement pressure gradient data table 302 is searched from the oil temperature TATF detected by the oil temperature sensor 17 in step S164, the engagement pressure gradient #DQUEADLN corresponding to the oil temperature TATF is obtained, and #DQUEADLN is added to the current hydraulic pressure command value QON. (QON = QON + # DQUEADLN).

  In step S118 in FIG. 19, the OFF engagement pressure QOF is calculated. It will progress to step S120. In step S120, it is determined whether or not the timer tUEAG has timed out. If the determination is negative, steps S116 to S118 are executed. If a positive determination is made, the process proceeds to step S122. In step S116, steps S150 and S160 to 168 in FIG. 20 are executed.

  As shown in FIGS. 21 to 22, when the engagement timer tUEAG times out, in the engaged state, the slope of the ON engagement hydraulic pressure command value QON (degree of increase in hydraulic pressure) #DQUEADLN is shown in FIG. It is smaller than the inclination #DQUEADLF of the hydraulic pressure command value when the lock-up clutch LC indicated by the broken line is not engaged, and becomes gentle as the oil temperature TATF rises.

  Therefore, as shown in FIG. 23, the LC control pressure to the lockup shift valve 81 and the lockup control valve 82 for engaging the lockup clutch LC does not decrease, and the lockup clutch LC may be released. Disappear. As a result, the vehicle body does not vibrate. In FIGS. 21 to 23, the engagement pressure gradients #DQUEADLN and #DQUEADJ are shown. In this embodiment, the increment is an oil pressure command value every 10 ms, which is equivalent to the gradient.

  Furthermore, the engagement timer value #TMUEAGLN is longer than the engagement timer value #TMUEAGLF when the lockup clutch LC indicated by the broken line in FIG. 22 is not engaged, and becomes longer as the oil temperature TATF increases. Therefore, the clutch can be completely engaged with the destination stage during engagement.

  If it is determined in step S160 that the lockup clutch LC is not engaged, it is determined in step S170 whether the lockup clutch LC is engaged. If it is affirmation determination, it will progress to step S180. If a negative determination is made, the process proceeds to step S172. In step S180, the engagement timer data table 300 is searched from the oil temperature TATF detected by the oil temperature sensor 17, the engagement timer value #TMUEAGLN corresponding to the oil temperature TATF is obtained, and #TMUEAGLN is substituted for tUEAG. Accordingly, as shown in FIG. 23, the engagement timer value #TMUEAGLN is set in step S156, and the timer tUEAG stops at the engagement timer value #TMUEAGLN even when the timer tUEAG is in the middle of timing.

  In step S182, the fixed value #DQUEADJ is added to the current hydraulic pressure command value QON (QON = QON + # DQUEADJ). Accordingly, as shown in FIG. 23, when not in the engaged state, the timer tUEAG is stopped and pressurized with a slight increment #DQUADJ until the engaged state is reached. When the engagement is reached, the stop of the timer tUEAG is released, and steps S164 and S166 are executed. As shown in FIG. 23, the hydraulic pressure command value QON is increased according to the engagement pressure gradient #DQUEADLN corresponding to the oil temperature TATF.

  On the other hand, conventionally, as shown in FIG. 25, regardless of engagement of lockup clutch LC, time oil pressure command value QON of fixed timer value #TMUEAGLF is increased in accordance with fixed engagement pressure gradient value #DQUEADLF. Therefore, as shown in FIG. 25, the LC control pressure may be reduced, and the lockup clutch LC may be disengaged.

(B) When the lock-up clutch LC is not engaged In step S158, the fixed timer value #TMUEAGLF is substituted for the engagement timer tUEAG. In step S160, it is determined whether GRGRIO is engaged, for example, # GRUEAG ≦ GRATIO <#GREGH or F_ENGAGE = 1. If it is affirmation determination, it will progress to step S162. If a negative determination is made, the process proceeds to step S170.

  In step S162, it is determined whether F_LCSOLM = 1 and QLCPLC ≧ # QLCOFF. If it is affirmation determination, it will progress to step S164. If a negative determination is made, the process proceeds to step S166. In step S166, the fixed engagement inclination value #DQUEAD is added to the current hydraulic pressure command value QON (QON = QON + # DQUEAD).

  In step S118 in FIG. 19, the OFF engagement pressure QOF is calculated. It will progress to step S120. In step S120, it is determined whether or not the timer tUEAG has timed out. If the determination is negative, steps S116 to S118 are executed. If a positive determination is made, the process proceeds to step S122. In step S116, steps S150 and S162 to 168 in FIG. 20 are executed.

  As shown in FIG. 24, when the engagement timer tUEAG times out, in the case of engagement, the ON hydraulic pressure command value QON is increased for the duration of the fixed timer #TMUEAGLF according to the fixed engagement slope #DQUEAD.

  If it is determined in step S160 that the engagement state is not established, that is, if a negative determination is made, it is determined in step S170 whether or not the lockup clutch LC is engaged. If it is affirmation determination, it will progress to step S180. If a negative determination is made, the process proceeds to step S172. In step S172, the fixed engagement timer value #TMUEAGLF is substituted for the engagement timer tUEAG. In step S182, the fixed value #DQUEADJ is added to the current hydraulic pressure command value QON (QON = QON + # DQUEADJ).

  In step S122 in FIG. 19, the parameter is initialized, for example, 00h is substituted for SFTMON, and the termination process is performed.

  As described above, during lockup engagement, the degree of increase in the upshift engagement pressure is reduced and the engagement time is longer than in the case of lockup non-engagement. The vehicle body can be prevented from vibrating and can be completely engaged with the destination stage. That is, it becomes possible to achieve both shift shock merchantability and fuel efficiency. Further, as the oil temperature TATF increases, the degree of increase in the engagement pressure is made smaller and the engagement timer is made longer, so that the engagement control can be optimally performed according to the oil temperature TATF. In the present embodiment, when the lock-up clutch LC is engaged, the degree of increase in the hydraulic pressure of the ON-side hydraulic command value QON in the engagement is greater than when the lock-up clutch LC is not engaged. Although the engagement time is reduced and the engagement time is increased, the present invention is applicable to other phases such as preparation, torque phase, inertia phase, and the like.

1 is a schematic block diagram showing an overall configuration of a control device according to the present invention and an automatic transmission controlled by the control device. FIG. 3 is a skeleton diagram showing a power transmission system of a 5-speed automatic transmission whose speed is controlled by a control device according to the present invention. It is the schematic which shows the shaft position of a 5-speed automatic transmission. It is a hydraulic circuit diagram which shows the structure of the transmission control apparatus of a 5-speed automatic transmission. It is a figure which shows the relationship between each transmission mode and the operating state of a 1st thru | or 4th on-off solenoid valve, a 1st and 2nd cut valve, and a 1st thru | or 3rd linear solenoid valve. It is a hydraulic circuit diagram which expands and shows a part of hydraulic circuit of FIG. It is a hydraulic circuit diagram which expands and shows a part of hydraulic circuit of FIG. It is a hydraulic circuit diagram which expands and shows a part of hydraulic circuit of FIG. It is a hydraulic circuit diagram which expands and shows a part of hydraulic circuit of FIG. It is a hydraulic circuit diagram which expands and shows a part of hydraulic circuit of FIG. It is a hydraulic circuit diagram which expands and shows a part of hydraulic circuit of FIG. It is a functional block diagram of the control apparatus of the automatic transmission which concerns on this invention. It is a figure which shows the upshift control means in FIG. It is a figure which shows the motion of GRATIO. It is a functional block diagram of the engagement control means in FIG. It is a figure which shows the engagement timer data table in FIG. It is a figure which shows the engagement pressure inclination data table in FIG. It is a flowchart which shows the control method of an automatic transmission. It is a flowchart which shows the control method of an automatic transmission. It is a flowchart which shows the control method of an automatic transmission. It is a flowchart which shows the control method of the automatic transmission in case lockup clutch is ON. It is a time chart which shows the control method of an automatic transmission in case lockup clutch is ON. It is a time chart which shows the control method of an automatic transmission in case lockup clutch is ON. It is a time chart which shows the control method of an automatic transmission in case lockup clutch is OFF. It is a time chart which shows the control method of the conventional automatic transmission in the case of lockup clutch ON.

Explanation of symbols

272 Upshift control means 280 Preparation control means 282 Torque phase control means 284 Inertia phase control means 286 Engage control means 300 Engage timer data table 302 Engage pressure slope data table 304 Engage oil pressure command value calculation means

Claims (4)

A hydraulic control device that performs a shift by engaging and engaging a friction engagement element of a gear transmission mechanism with a hydraulic pressure based on the original pressure, and a lock that controls a lockup clutch of the torque converter to be engaged with the hydraulic pressure based on the original pressure. Up control device ,
In the shift control from the current speed stage to the target speed stage, the input / output speed ratio (GRATIO) of the gear transmission mechanism corresponds to the target speed stage from the input / output speed ratio (GRATIO (GA)) corresponding to the current speed stage. The inertia phase process is set so as to continuously change up to the input / output rotational speed ratio (GRATIO (GB)), and the hydraulic pressure at the time of engaging the friction engagement element in the inertia phase process is set. The degree of increase is controlled in a plurality of stages, and the degree of increase in the oil pressure in the engaged state at the last stage of the inertia phase is set to be larger than the degree of increase in the oil pressure in the other stages of the inertia phase. A transmission control device,
When it is determined that the upshift shift by the hydraulic control device is performed in a state where the lockup control device is engaged so that the lockup clutch is engaged , the input / output rotation of the gear transmission mechanism is determined. Based on the number ratio (GRATIO), it is determined that the process of the shift control has entered the engaged state at the last stage of the inertia phase, and the frictional coefficient set in accordance with the determination that the engaged state has been achieved. A control apparatus for an automatic transmission, characterized in that the degree of increase in hydraulic pressure when engaging the engagement element is smaller than when the control is not performed so that the lockup clutch is engaged. When it is determined that an upshift by the hydraulic control device of the automatic transmission is performed in a state where the lockup clutch is controlled to be engaged by the lockup control device , The time until the engagement operation of the friction engagement element, which is set in accordance with the determination that it has become, is made longer than when control is not performed so that the lockup clutch is engaged. The control apparatus for an automatic transmission according to claim 1.   Oil temperature detecting means for detecting the oil temperature of the hydraulic oil of the hydraulic control device is further provided, and the higher the oil temperature detected by the oil temperature detecting means, the lower the degree of increase in the oil pressure. The control device for an automatic transmission according to claim 1.   Oil temperature detection means for detecting the oil temperature of the hydraulic oil of the hydraulic control device is further provided, and the higher the oil temperature detected by the oil temperature detection means, the higher the engagement operation of the friction engagement element is completed. 3. The control device for an automatic transmission according to claim 2, wherein the time is increased.

Images