JPH0467056B2 - - Google Patents

Description

[Detailed description of the invention]

TECHNICAL FIELD The present invention provides that when a shift lever is operated from a neutral range to a forward range, the gear of a gear mechanism is first changed to a gear higher than the lowest gear, and then the gear is changed to the lowest gear. A vehicle automatic transmission of the type that reduces the response time from when the shift lever is operated to when the driving force applied to the input shaft of the gear mechanism is transmitted to the output shaft. The present invention relates to a control device for a transmission. Prior Art A gear mechanism provided between an input shaft and an output shaft, and a friction device that switches the gear stage of the gear mechanism by selectively operating each element of the gear mechanism or engaging each other with each other; A hydraulic circuit including each hydraulic actuator for driving the friction device, and selectively operating the hydraulic actuator according to vehicle conditions such as shift lever operation position, accelerator operation amount, and vehicle speed. , and an electronic control circuit that automatically switches the gear stage of the gear mechanism, and in order to switch the gear stage of the gear mechanism to a gear stage higher than the lowest speed gear stage. Types of automatic transmissions for vehicles are known that require the actuation of other hydraulic actuators in addition to the hydraulic actuator. In such automatic transmissions, in order to eliminate shocks and the like when changing ranges, when the shift lever is switched from the neutral range to the forward range, the gear is first shifted to a gear higher than the lowest gear. , and then switched to the lowest gear. However, according to such conventional automatic transmissions for vehicles, in order to switch the gear mechanism to the upper gear, in addition to the hydraulic actuator for switching to the lowest gear, another hydraulic actuator must be actuated. On the other hand, because there is a certain limit to the supply capacity of the hydraulic pressure source, when the shift lever is operated into the forward range, the torque is lower than when the gear mechanism is directly switched to the lowest gear. There was an inconvenience that the response time until transmission started was long. Purpose of the Invention The present invention has been made against the background of the above-mentioned circumstances, and its purpose is to provide a method for transmitting torque to the output shaft from when the shift lever is operated from the neutral range to the forward range. An object of the present invention is to provide a control device for an automatic transmission for a vehicle, which can shorten response time. Structure of the Invention In order to achieve the above object, the control device for a vehicle automatic transmission of the present invention comprises: (1) lever operation position detection means for detecting that the shift lever has been operated from the neutral range to the forward range; (2) When the shift lever is operated from the neutral range to the forward range, the hydraulic actuator for switching to the lowest gear is activated in the hydraulic circuit prior to switching to the upper gear. (3) output shaft torque detection means for detecting the shaft torque of the output shaft; (4) the output shaft torque detected by the output shaft torque detection means; an upper stage for causing the hydraulic circuit to supply working hydraulic pressure to the other hydraulic actuator and switching the gear mechanism to the upper gear stage after the shaft torque or its rate of change exceeds a predetermined constant value; It is characterized by comprising: a gear stage switching means; Effects of the Invention By doing this, as shown in the diagram corresponding to the claims in FIG. 1, when the lever operation position detection means detects that the shift lever has been operated from the neutral range to the forward range, the The pressure supply means first supplies hydraulic pressure to the hydraulic actuator for switching to the lowest speed gear, while the upper gear switching means receives the output shaft torque detected by the output shaft torque detection means. After the torque or its rate of change exceeds a predetermined constant value, hydraulic pressure is supplied to the other hydraulic actuator to engage the upper gear stage. Therefore, by first supplying hydraulic pressure to the hydraulic actuator for engaging the lowest gear, the torque transmission can be quickly started by the engagement of the lowest gear, and Subsequently, the upper gear stage is engaged by supplying hydraulic pressure to other hydraulic actuators, so that
compared to the case where hydraulic pressure is simultaneously supplied from a hydraulic pressure source with a constant supply capacity to the multiple hydraulic actuators required to engage the upper gear, the forward range of the shift lever is The response time from the operation to the start of torque transmission is significantly shortened, and the driving sensation is suitably improved. DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of the present invention will be described in detail below based on the drawings. Configuration of the Embodiment FIG. 2 shows the transmission outline of an electronically controlled automatic transmission equipped with a lockup device and an overdrive mechanism.
The driving force input to the torque converter 12 or a lock-up clutch 14 provided in the torque converter 12, an overdrive mechanism 16,
The signal is transmitted to the output shaft 20 through a planetary gear transmission 18, which is a gear mechanism with one stage after three forward stages. The torque converter 12 has an input shaft 10
It is well known in the art to include a pump 22 rotating therewith, a turbine 26 fixed to a turbine shaft 24 transmitting driving force to the overdrive mechanism 16, and a stator 28 fixed via a one-way clutch. The turbine shaft 24 forms an input shaft of the overdrive mechanism 16 and is connected to a carrier 30 of a planetary gear system in the overdrive mechanism 16 . The planetary pinion 32 is rotatably supported by the carrier 30 and meshed with a sun gear 34 and a ring gear 36. sun gear 3
A clutch C0 and a one-way clutch N0 are provided between the sun gear 4 and the carrier 30, respectively, and a brake B0 is provided between the sun gear 34 and the housing 38 of the overdrive mechanism 16. Ring gear 36 of overdrive mechanism 16
is fixed to an input shaft 40 of the planetary gear transmission 18, and a clutch C1 is provided between the input shaft 40 and the intermediate shaft 42. A clutch C2 is provided between the input shaft 40 and a sleeve shaft 44 fitted on the intermediate shaft 42, and a brake B1, a brake B2, and a clutch C2 are provided between the sleeve shaft 44 and the transmission housing 45. direction clutch N
1 is provided. Sun gears 46 and 48 fixed to sleeve shaft 44 connect to ring gears 54 and 56 via planetary pinions 50 and 52, respectively.
are meshed with each other, forming two sets of planetary gears. One ring gear 56 is connected to the intermediate shaft 42
A carrier 58 that is fixed to and rotatably supports the planetary pinion 52 is connected to the output shaft 20 and the other ring gear 54 . A carrier 60 rotatably supports the other planetary pinion 50, and a transmission housing 4.
5, there is a brake B3 and a one-way clutch N
2 are provided respectively. The above clutches C0, C1, C as friction devices
2, and brakes B0, B1, B2, and B3 are hydraulic actuators C0y, C1y, C2y, and B0 respectively operated by hydraulic circuits described below.
y, B1y, B2y, and B3y, and the planetary gear transmission 1
When predetermined elements of 8 are braked or engaged with each other, the gear stage of the planetary gear transmission 18 is changed as shown in Table 1. However, in Table 1, the circle mark indicates the operating state. Also, C2y' in Fig. 3 is the clutch C2
This is a hydraulic actuator for operating the inner piston of the engine, and is activated in the R range.

【table】

[Table] Next, the above hydraulic actuators C0y, C1
An example of a hydraulic circuit that supplies hydraulic pressure to Y, C2y, B0y, B1y, B2y, and B3y to operate them will be described. In FIG. 3, the hydraulic circuit includes an oil pump 66 for pumping oil in an oil reservoir 64, a throttle valve 67, and a first
regulator valve 68, second regulator valve 70,
Operation valves 72, 1-2 shift valve 74, 2-3 shift valve 7 operated by a shift lever (not shown)
6, 3-4 shift valve 78, hydraulic actuator B
A low coast modulator valve 80 that adjusts the supply of hydraulic pressure to the hydraulic pressure actuator B1y.
An intermediate coast modulator valve 82 that adjusts the supply of hydraulic pressure to the hydraulic pressure, a reverse clutch sequence valve 84, accumulators 86 and 88 that smooth the engagement of the clutches C1 and C2, and smooth engagement of the brake B2. an accumulator 90 for operating the lock-up clutch 14, a lock-up control valve 92 for operating the lock-up clutch 14, and a cut-back valve 9 for reducing line oil pressure in accordance with an increase in vehicle speed.
4. A solenoid valve that controls the 2-3 shift valve 76, which is operated by the shift control circuit described below.
Solenoid valve MV2 that controls the MV11, 1-2 shift valve 74 and 3-4 shift valve 78, solenoid valve MV3 that controls the lock-up control valve 92,
It consists of passages etc. that connect each valve and hydraulic actuator. The hydraulic oil pumped from the oil pump 66 is transferred to a predetermined line oil (liquid) by the first regulator valve 68.
The pressure is adjusted to the operating valves 72, 3 through the passage 102.
-4 shift valve 78, accumulator 86, 88,
90 and to the second regulator valve 70 via passage 104. The second regulator valve 70 regulates predetermined torque converter oil pressure and oil slide oil pressure in accordance with the throttle pressure signal and line oil pressure supplied from the throttle valve 67. The lock-up control valve 92 is biased in one direction by a spring, and has a spool on which line hydraulic pressure to the hydraulic actuator B2y is applied to one end surface and line hydraulic pressure applied by a solenoid valve MV3 to the other end surface. Solenoid valve MV3
By moving the spool by
The direction of flow of torque converter oil supplied from lockup valve 92 to torque converter 12 through passages 106 and 108 is changed to actuate lockup clutch 14 within torque converter 12. The operation valve 72 is connected to a shift lever (not shown), and depending on the manual operation of the shift lever, it can be set to P (parking), R (reverse), N (neutral), D (drive), S (S), or L (low). It can be moved to each range. The table shows the passage 102 and passages 110, 112, 114, at each range position of the operation valve 72,
116 is shown. Note that the circle mark indicates a state of communication. When the solenoid valve MV1 is not energized, its valve hole is closed and the hydraulic pressure in the passage 114 is applied to the spool of the 2-3 shift valve 76, and the spool is moved against the biasing force of the spring to shift the 2-3 shift valve 76.
Activate shift valve 76. Similarly, when the solenoid valve MV2 is de-energized, its valve hole is closed and the passage 11
4 is applied to the spools of the 1-2 shift valve 74 and 3-4 shift valve 78, and the spools are moved against the spring to shift the 1-2 shift valve 7.
4 and 3-4 shift valves 78 are activated. According to the combination of operations of the solenoid valves MV1, MV2, the aforementioned actuators C0y, C1y, C2
y, B0y, B1y, B2y, and B3y are selectively operated so that the gears of the automatic transmission are switched to first gear (lowest speed) gear, second gear, third gear, and overdrive gear. It's getting old.

[Table] The throttle valve 67 includes a first spool 118 that is moved according to the amount of operation of the accelerator pedal;
A second spool 120 receives a biasing force corresponding to the movement of the first spool 118 via a spring and is biased toward the first spool 118 by another spring, and the accelerator is approximately proportional to the amount of accelerator operation. A signal oil pressure is supplied to the first regulator valve 68 and the second regulator valve 70 via the passage 122, and the line oil pressure and torque converter oil pressure output from the regulator valves 68, 70 are increased in accordance with the accelerator operation amount. That is, the throttle pressure signal output from the throttle valve 67 is increased according to the accelerator operation amount, and the line oil pressure output from the first regulator valve 68 is increased according to the throttle pressure signal, in other words, according to the accelerator operation amount. It is becoming more and more popular. The cutback valve 94 includes a spool 124 biased in one direction by a spring 123, and when the solenoid valve MV2 is energized and the 1-2 shift valve 74 is deactivated, the line oil pressure is is passage 114, 1-2 shift valve 7
4. It is applied in the direction of moving the spool 124 against the spring 123 through the passage 126, and when the shift lever is operated to the S range, the line hydraulic pressure is supplied through the passage 112. The other end surface (spring 123 side) of the spool 124 is actuated through the spring 124. Then, the spool 124 is connected to the spring 1
23, the throttle pressure signal supplied via the passage 122 is applied to the second spool 1 of the throttle valve 67.
20 through the passage 128, but the spool 124 is connected to the spring 123.
When placed in the operating position against the urging force of
A throttle pressure signal is provided to second spool 120 via passage 128 as a cutback pressure signal. The second spool 120 of the throttle valve 67 is formed with a pressure receiving surface that applies a force toward the first spool 118 when it receives a cutback pressure signal supplied from the cutback valve 94 through a passage 128. When the spool 124 of the cutback valve 94 is placed in the active position, the throttle pressure signal and line oil pressure are caused to change. The solenoid valve MV2 that operates the cutback valve 94 is controlled by a shift control circuit (to be described later) to shift to the first gear, which is the lowest speed, according to conditions such as vehicle speed or throttle opening.
Electricity is applied when switching from a high gear to a second gear, and the switching timing is generally delayed as the vehicle speed and throttle operation amount increase, so that a line oil pressure that decreases as the vehicle speed increases is obtained. In other words, the cutback valve 94 increases the line oil pressure when the vehicle speed is low to maintain the friction capacity of the clutch, brake, etc., and lowers the line oil pressure as the vehicle speed increases, thereby eliminating unnecessary oil pump 66. This prevents power loss. The speed change control circuit is constructed as shown in FIG. That is, the vehicle speed sensor 130 detects the actual speed of the vehicle and inputs the vehicle speed signal SV to port 1.
32. The accelerator operation amount sensor 134 detects the operation amount of the accelerator (not shown) or the opening degree of the throttle, and supplies an accelerator operation amount signal SA to the input port 132. Range operation position sensor 1
36 detects the operating position of a shift lever (not shown) and supplies an operating position signal SP representing the operating position to the input port 132. A pattern select switch 138 supplies a driving pattern signal SR representing a driving pattern selected from among economy driving, normal driving, power driving, etc. to the input port 132. The engine rotation sensor 140 detects the rotation of an engine (not shown) and inputs an engine rotation signal SE to the port 13.
Supply to 2. Then, the torque sensor 141 detects the output shaft torque M of the output shaft 20 and supplies a torque signal SM to the input port 132. Input port 132 is connected to CPU1 via the data bus line.
42, ROM 144, RAM 146, and output port 148. The CPU 142 uses the temporary storage function of the RAM 146 according to the program stored in advance in the ROM 144, and sends signals SV, SA, SP, SR, SE.
, and supplies drive signals SD1, SD2, and SD3 to the solenoid valves MV1, MV2, and MV3 through the output port 148, respectively, to drive and control the solenoid valves MV1, MV2, and MV3. Operation of the Embodiment Hereinafter, the operation of the embodiment will be explained according to the flowchart shown in FIG. First, the I/O processing in step S1 is executed,
The states of input and output signals at input port 132 and output port 148 are stored. Next, in step S2 as lever operation position detection means, it is determined whether the shift lever is operated to the neutral range based on the operation position signal SP.
If it has been operated, step S3 is executed and the contents of register S are set to 0. This register S indicates whether or not the operation of the shift lever from the neutral range to the forward range, for example, the drive range, has been completed, and when the contents of register S are set to 1, the operation is completed. is displayed. Then, step S4 is executed, and the timer T11 measures time after shifting from the neutral range to the drive range, and the timer T11 measures time after the switching operation from the neutral range to the drive range is performed and the conditions of step S21, which will be described later, are satisfied. Timer T2 is reset and its contents are set to zero. Thereafter, the well-known shift calculation in step S5, shift timing processing in step S6, lock-up determination in step S7, etc. are executed, and steps S1 and subsequent steps are executed again. In steps S5 and S6, the vehicle speed sensor 1
Based on the vehicle speed signal SV supplied from the accelerator operation amount sensor 130, the accelerator operation amount signal SA supplied from the accelerator operation amount sensor 134, and the driving pattern signal SR supplied from the pattern select switch 138,
Solenoid valves MV1 and MV are used to select a predetermined gear from the shift diagram stored in the ROM144.
2. Select one of the MV3s to be driven, and selectively output drive signals SD1, SD2, and SD3 at predetermined timings in order to reduce shocks during gear changes during driving. In step S7, ROM1
44, it is determined whether the vehicle condition consisting of the vehicle speed and the amount of accelerator operation is within a preset lock-up operating range, and if so, the lock-up clutch 14 is
Solenoid valve MV3 is driven to operate. Here, the shift diagram is stored for each driving pattern, and one of them is selected according to the driving pattern signal SR. However, as in this case, when the shift lever is in the neutral range, the passage 102 that supplies line oil pressure in the operation valve 72 is the passage 1.
Since the solenoid valves MV1, MV2, and
None of them are activated. For this reason, 3
The spool of the -4 shift valve 78 is placed in the non-operating position according to the biasing force of the spring, and line hydraulic pressure is supplied to the hydraulic actuator C0y.
As a result, the clutch C0 is actuated to fix the turbine shaft 24 and the input shaft 40, the overdrive mechanism 16 is deactivated, and the gear position of the automatic transmission is placed in a neutral condition. If it is determined in step S2 that the shift lever is not in the neutral range, step S8 is executed to determine whether the contents of register S are 1 or not, in other words, from the neutral range of the shift lever to the drive range. It is determined whether or not the switching has been completed. If the process has been completed, steps S5 to S7 are executed, and the gear stage of the automatic transmission is changed according to the vehicle speed, throttle opening, and driving pattern. That is, when the operation valve 75 is located in the drive range, the passages 102 and 114 are communicated, and the line oil pressure is changed to the 2-3 shift valves 76, 3-4.
It is supplied to shift valve 78, 1-2 shift valve 74, accumulator valve 86, and hydraulic actuator C1y. At the same time, the solenoid valve MV1 is operated to place the spool of the 2-3 shift valve 76 in the non-active position, and the spool of the 1-2 shift valve 76 is placed in the active position against the spring. At this time, line oil pressure is applied to the spool of the 3-4 shift valve 78 via the passage 114 due to the non-operation of the solenoid valve MV2. Since the line oil pressure is also applied to the other end of the spool, the spool of the 3-4 shift valve 78 is placed in the non-operating position according to the biasing force of the spring. As a result, when the vehicle speed is low, the clutch C
0, the clutch C1 is actuated, and the planetary gear transmission 18 is switched to the first gear according to the shift diagram. Next, when the vehicle speed reaches a predetermined constant level, the solenoid valve MV2 is operated according to the shift diagram.
Since the spool of the 1-2 shift valve 74 is placed in the non-operating position according to the biasing force of the spring,
Line hydraulic pressure is supplied to the accumulator 90 and the hydraulic actuator B2y via the passage 114 and the 1-2 shift valve 74. As a result, brake B
2 is further actuated to switch the planetary gear transmission 18 to the second gear. At this time, 1
Line hydraulic pressure is also supplied from the -2 shift valve 74 to the cutback valve 94, and the spool 124 of the cutback valve 94 is positioned at the operating position against the biasing force of the spring 123. The cutback pressure signal is supplied to the throttle valve 67 via passage 128, and the throttle pressure signal and line oil pressure are corrected.
When the vehicle speed and the accelerator operation amount reach another predetermined value, the solenoid valve MV1 is de-energized according to the shift diagram, and the 2-3 shift valve 7 is de-energized.
The spool 6 is placed in the active position against the biasing force of the spring. Therefore, the line hydraulic pressure that has been supplied to the 2-3 shift valve 76 via the passage 114 is supplied to the accumulator valve 88 and the hydraulic actuator C2y via the 2-3 shift valve 76, and the clutch C2 is further actuated. It will be done.
As a result, the planetary gear transmission 18 is switched to the third gear. Furthermore, when the vehicle speed and accelerator operation amount reach other predetermined values, the solenoid valve MV2 is deactivated, and the spools of the 1-2 shift valve 74 and 3-4 shift valve 78 resist the spring. Since the hydraulic actuator C0y is placed in the operating position, line hydraulic pressure is prevented from being supplied to the hydraulic actuator C0y, while the hydraulic actuator B0y is
Line oil pressure is supplied from the -4 shift valve 78.
Therefore, at the same time as the operation of the clutch C0 is stopped, the brake B0 is activated, the overdrive mechanism 16 is activated, and the input shaft 40 is doubled in speed with respect to the turbine shaft 24. As a result, the entire automatic transmission is switched to the fourth gear (overdrive). If the contents of the register S are not 1 in step S8, step S9 is executed, and the contents of timer T1 are set in advance to indicate the elapsed time after the shift lever was switched from the neutral range to the drive range. fixed time T
It is determined whether the value is greater than 10 or not. If not, step S10 is executed and the register is
NEMAX is reset and its contents are set to 0, and the steps from step S5 described above are executed. When the contents of timer T1 reach time T10, step S, which is an engine rotation speed detection means, is activated.
11, steps S12 and subsequent steps are executed. In step S11, the engine rotation sensor 14
Based on the engine rotational speed signal SE from 0, the actual engine rotational speed NE at that point in time is calculated and stored. In this case, if the engine rotation signal SE is a pulse signal synchronized with the engine rotation, the engine rotation speed NE is calculated by counting the pulse signal within a unit time, and the engine rotation signal SE is a pulse signal synchronized with the engine rotation. If the code signal represents a magnitude corresponding to the rotation speed, the engine rotation speed NE is calculated by converting the code signal. Then, in step S12, it is determined whether the contents of the register NEMAX are 0 or not. If it is 0, or even if it is not 0, if it is determined in step S18 that the contents of the register NEMAX are smaller than the actual rotational speed NE (NE tends to increase), the contents of the register NEMAX are changed to the actual engine speed in step S13. The rotational speed is replaced by the rotational speed NE, and step S14 is executed, and the timer T2 is reset to zero. Next, step S as an output torque detection means
Step S15 is executed to calculate and store the actual shaft torque M of the output shaft 20 based on the torque signal SM, and step S15' is executed to adjust the actual shaft torque M to a predetermined constant value. value
It is determined whether or not it is larger than Mo. Immediately after the shift lever is operated from the neutral register to the forward range, the shaft torque M of the output shaft 20 is normally smaller than Mo, so step S16 as a hydraulic pressure supply means is executed and the output port 14 is
A drive signal SD1 for energizing the solenoid valve MV1 and a drive signal SD2 for de-energizing the solenoid valve MV2 are output from 8, and line hydraulic pressure is supplied to the hydraulic actuator C1y for engaging the first gear. is started. The following steps are repeatedly executed, and when the shaft torque of the output shaft 20 increases and reaches the predetermined constant value Mo as shown at time t1 in FIG. 6, step S15' and subsequent delay (not shown) are performed. Step S17 forms the upper gear switching means together with step S15'.
is executed after delay time D and solenoid valve MV1
Drive signal SD1 and solenoid to de-energize
A drive signal SD2 for exciting MV2 is output from output port 148. Therefore, the hydraulic actuator C1y for forming the first gear stage is
In addition, supply of line hydraulic pressure to hydraulic actuators C2y and B2y that drive clutch C2 and brake B2 is started, and engagement of the third gear is started. Time t2 in FIG. 6 shows this state. Therefore, first, the hydraulic actuator C1y is filled with hydraulic fluid and the first gear is brought into a half-engaged state, and then the third gear is engaged. , compared to the conventional case in which line hydraulic pressure is simultaneously supplied to the plurality of hydraulic actuators C1y, C2y, and B2y for forming the third gear immediately after the shift operation to the D range, the output shaft 20 is Torque transmission begins quickly. Note that the delay time D is determined by the hydraulic actuator C for engaging the third gear even after the engagement of the first gear starts but before the engagement is completed.
2y and B2y are appropriately determined so that line oil pressure is supplied to them. If it is determined in step S12 that the contents of the register NEMAX are not 0, step S18 is executed, and it is determined whether the contents of the register NEMAX are greater than the new actual engine rotational speed NE. That is, in general, as the shift lever is operated into the forward range, the engine rotational speed is slightly increased in order to maintain good idle rotation, and the peak value of the engine rotational speed NE is In step S13, it is determined whether the engine rotational speed NE is on an upward trend or a downward trend in order to store it in the register NEMAX. register
If the contents of NEMAX are not greater than the actual engine rotational speed NE, that is, if there is an increasing tendency, the steps after step S13 are repeatedly executed, and the contents of the register NEMAX are successively rewritten. When the contents of the register NEMAX become larger than the actual engine speed NE, that is, when the engine speed NE reaches a peak value as shown at point D in FIG. 6, steps S19 and subsequent steps are executed. In step S19, it is determined whether the content of timer T2 is greater than time T20. The time T20 is the time from when the engine rotation speed NE reaches the peak value until the rotation speed reduction amount ΔNE reaches a certain reduction amount ΔNEO, and is the time from when the engine rotation speed NE reaches the peak value to when the rotation speed reduction amount ΔNE reaches a certain reduction amount ΔNEO.
2, but initially the time T20
Since the contents of the register representing the time T20 are set to a value relatively larger than the normal size of T20, the contents of the timer T2 are smaller than the time T20, and the next step S20 is executed. In step S20, the actual engine speed NE is subtracted from the peak value stored in the register NEMAX to calculate the amount of decrease ΔNE, and in step S21, the amount of decrease ΔNE is less than a predetermined constant amount of decrease ΔNEO. It is determined whether it is large or not. If the amount of decrease ΔNE has not yet reached ΔNEO, the steps from step S15 described above are executed, but when the amount of decrease ΔNE reaches ΔNEO as shown at point E in FIG. 6, step S22 is executed.
The contents of the register representing time T20 are replaced by the actual contents of timer T2. Here, in steps S20 and S21, the engine rotational speed NE is set to the third gear corresponding to the engagement state of the third gear when the neutral state is switched to the third gear which is the upper gear. It changes as shown in Figure 6, and it is determined that the value ΔNEO corresponding to a constant engagement state has been reached.
0 and S21 form the determination means.
Furthermore, in step S9, the execution from step S11 onward is masked for a certain period of time T10 immediately after the shift lever is operated, thereby preventing malfunctions immediately after the lever is operated.
is preset to such a value. In step S23, it is determined whether the content of timer T2 is greater than the sum of times T20 and T30. When step S23 is first executed, the contents of timer T2 are smaller than the sum of the times T20 and T30, so steps S17 and subsequent steps are repeatedly executed. At this time, the contents of timer T2 are larger than time T20, so steps S20 and S2 are performed.
1, S22 is bypassed, and step S23 is executed after step S19. If further time elapses and the content of timer T2 becomes greater than the sum of times T20 and T30, step S24 is executed and drive signal SD1 is sent to energize solenoid valve MV1.
and a drive signal SD2 for de-energizing the solenoid valve MV2 is output from the output port 148,
The supply of line hydraulic pressure to the hydraulic actuators C2y and B2y that were driving the clutch C2 and the brake B2 is released, and the third speed gear is immediately shifted to the first speed gear. This state is shown at time t3 in FIG. Here, step S23 is a delay means for executing step S24 after a time T30 has elapsed since the engine speed reduction amount ΔNE reached a certain amount ΔNEO in step S21, and time T30 is the delay time. In addition, the delay time T30 is determined by the change in transmitted torque that occurs when the shift lever is switched from the neutral range to the drive range, and the transmission torque changes from neutral to 3rd gear through a slight engagement of 1st gear. Subsequently, a change (increase) in engine rotational speed occurs due to the change from the third gear to the first gear.
The change in the transmitted torque caused by
A value is appropriately set so that the shock associated with switching to a higher gear is as small as possible, that is, the time when the engagement of the first gear begins and the time when the engagement of the third gear is completed substantially coincides. However, solenoid valve MV1,
Depending on the response characteristics of MV2, clutch C2, brake B2, etc., T30 may be 0. Further, the predetermined constant reduction amount ΔNEO used in step S21 is a value that allows the engagement state of the third gear to be reliably detected, and is also set to an appropriate value in relation to the above-mentioned T30. . Then, step S22 is executed and the contents of the register S are set to the numerical value 1 representing the completion of the operation from the neutral range to the drive range.
The above steps are executed repeatedly. As described above, according to this embodiment, when the shift lever is operated from the neutral range to the drive (forward) range, the planetary gear transmission 18 shifts to the first gear before engaging the third gear. can be switched to Therefore, the hydraulic actuators C1y, C2y, and B2y for forming the third gear are
Compared to the conventional case where line hydraulic pressure is simultaneously supplied from a hydraulic circuit with only a fixed supply capacity,
Since half-engagement of the first gear stage by one hydraulic actuator C1y can be quickly obtained, the output shaft 20
The response time until the torque from the input shaft 10 is transmitted to is significantly improved compared to the conventional response time. Moreover, after the third gear is engaged following the slight engagement of the first gear, the actual engagement state of the third gear remains in a predetermined constant state. (ΔNEO), engagement of the first gear starts again, smoothing the change in the transmitted torque and eliminating the unpleasant shock associated with switching from the third gear to the first gear. is almost completely eliminated. Although the embodiment of the present invention has been described above based on the drawings, the present invention can be applied to other embodiments as well. For example, steps S15 and 15' described above
Steps SR15 and SR1 shown in FIG.
5' may be substituted. That is, step SR
15, the rate of change M・of the shaft torque of the output shaft 20 is
is calculated and read, and the step
In SR15', it is determined whether the rate of change M. has reached a predetermined constant value M.o. Then, when the rate of change M reaches a constant value M o (sixth
After a certain delay time D' from time _t1 ' in the figure, the gear is shifted to the third gear. According to this embodiment, the shaft torque change rate M· of the output shaft 20 shown by the broken line in FIG. 6 can be obtained, and the same effects as in the above-mentioned embodiments can be obtained. Furthermore, since the aforementioned delay time D is appropriately selected in order to smoothly engage the third gear following the first gear, it is different from the predetermined constant value M.o. In this connection, the delay time D may be zero. In addition, in order to eliminate the unpleasant shock caused by switching from the third gear to the first gear in the above-described embodiment, the amount of reduction in engine rotational speed corresponding to the engaged state of the third gear is also provided. It is determined in step S21 that ΔNE has reached a predetermined constant value ΔNEO, and then step S24 for switching to the first gear is executed. The line oil pressure supplied to the hydraulic actuators C2y and B2y, the amount of change in engine rotational speed, the engine intake pipe negative pressure output shaft torque, etc. that represent the engagement state of the high gear have reached a predetermined constant value. The switching time may be determined based on this fact. Furthermore, the control circuit included in the shift control circuit shown in FIG. 4, which reduces the response time from when the shift lever is switched to the forward range until torque is transmitted to the output shaft 20, is based on so-called hard logic. It can also be configured as a circuit. Furthermore, although the third gear is used as the upper gear in the above-described embodiments, the second gear or the fourth gear may also be used. In short, any type of automatic transmission that uses a gear higher than the first gear can be used. The above-mentioned embodiment is merely one embodiment of the present invention, and various modifications may be made to the present invention without departing from the spirit thereof.

[Brief explanation of the drawing]

FIG. 1 is a diagram corresponding to claims of the present invention. Second
The figure is a schematic diagram of an electronically controlled automatic transmission to which an embodiment of the present invention is applied. FIG. 3 is a hydraulic circuit diagram of the electronically controlled automatic transmission of FIG. 2. Fourth
This figure is a block diagram showing a shift control circuit of the electronically controlled automatic transmission of FIG. 2. Figures 5 and 6
The figures are a flow chart and a time chart explaining the operation of the circuit of FIG. 4. FIG. 7 is a diagram showing a main part of a flowchart in another embodiment of the present invention. 18: Planetary gear transmission (gear mechanism), Step S2: Lever operation position detection means, Step S1
5: Output shaft torque detection means, Step S16: Hydraulic pressure supply means, Steps {S15', S17: Steps SR15, SR15', S17:} Upper gear stage switching means.

Claims (1)

[Claims] 1. A gear mechanism provided between an input shaft and an output shaft, and a gear stage of the gear mechanism by selectively braking or mutually engaging each element of the gear mechanism. A hydraulic circuit including a friction device to be switched, each hydraulic actuator for driving the friction device, and a hydraulic actuator that operates according to vehicle conditions such as a shift lever operation position, an accelerator operation amount, and vehicle speed. and an electronic control circuit that selectively operates and automatically switches gears of the gear mechanism,
When the shift lever is operated from the neutral range to the forward range, a plurality of hydraulic actuators including a hydraulic actuator for switching to the lowest gear are actuated to shift to a gear higher than the lowest gear. A type of automatic transmission for vehicles in which the gear is first engaged, and then the hydraulic actuators other than the hydraulic actuator for switching to the lowest gear are deactivated, thereby shifting to the lowest gear. A control device for shortening the response time from when the shift lever is operated from the neutral range to the forward range until the torque of the input shaft is transmitted to the output shaft in the machine, wherein the shift lever is lever operation position detection means for detecting that the shift lever is operated from the neutral range to the forward range; and when the shift lever is operated from the neutral range to the forward range, the fluid is hydraulic pressure supply means for immediately supplying hydraulic pressure to the hydraulic actuator for switching to the lowest speed gear in the pressure circuit; output shaft torque detection means for detecting shaft torque of the output shaft; and output shaft torque detection means for detecting shaft torque of the output shaft. After the shaft torque of the output shaft or its rate of change detected by the means exceeds a predetermined constant value, causing the hydraulic pressure circuit to supply hydraulic pressure to the other hydraulic actuator,
A control device for an automatic transmission for a vehicle, comprising: upper gear stage switching means for switching the gear mechanism to the upper gear stage.