JPH0623030B2 - Shift control method for automatic transmission for vehicle - Google Patents

Description

Detailed Description of the Invention [Industrial applications]

 The present invention relates to a shift control method for a vehicle automatic transmission.

[Prior art]

A gear speed change mechanism and a plurality of friction coupling devices are provided, and the coupling of the friction coupling device is selectively switched by operating a hydraulic control device so that any one of the plurality of gear stages is Vehicle automatic transmissions configured to be achieved are already widely known. Such an automatic transmission for a vehicle is generally a shift lever operated by a driver, a vehicle speed sensor for detecting a vehicle speed, and a throttle for detecting a throttle opening which is considered to reflect an engine load. A sensor is provided, and the joining state of the friction joining device can be automatically switched in accordance with at least the vehicle speed and the throttle opening according to the range of the shift lever. By the way, in the above-described automatic transmission for a vehicle, the engine torque is changed at the time of gear shifting to obtain good gear shifting characteristics, and the durability of the friction coupling device is ensured / improved. Various integrated control methods have been proposed (for example, JP-A-58-77138). That is, this integrated control changes the amount of torque transmitted from the engine at the time of gear shifting, and controls the energy absorption by each member of the automatic transmission or the friction joint device that brakes these members, thereby achieving a small gear shift in a short time. The shift is completed in a shock manner to give the driver a good feeling of shifting and to improve the durability of each friction joint device.

[Problems to be Solved by the Invention]

However, the above-mentioned control is performed by using a timer or the like starting from the time of determining a gear shift, or by detecting a change in the engine rotation speed. However, in reality, they are directly adapted to the actual system. The actual situation is that the number of cases where it is made is small and the control accuracy is not so good. It is thought that there was nothing that clearly specified how to change the engine torque, but regarding this point,
The applicant first obtains good results by starting the change of the torque of the engine in response to the section in which the member of the automatic transmission changes the rotation speed for shifting (hereinafter referred to as the inertia phase). It was confirmed. However, in consideration of this point, when it is attempted to recognize the inertia phase using, for example, the above-described shift determination or a timer having a shift command time as a starting point, the shift determination or shift command to the inertia phase is performed. There is a problem that the detection accuracy becomes low because the required time greatly changes depending on the variation of each component of the automatic transmission or the usage conditions. Further, if the inertia phase is recognized by detecting the change in the engine rotation speed as described above, the change in the engine rotation speed is automatically changed because the torque converter is interposed between the engine and the engine. Since there is a slight delay with respect to the change in the rotation speed of the transmission member, the inertia phase detection is naturally delayed accordingly. Further, for example, if the engine torque control is performed early due to an erroneous detection, the output shaft torque fluctuates remarkably and the rotation speed fluctuation due to the explosion of the engine and the rotation speed fluctuation for shifting are clarified. In order to make a distinction, it is necessary to recognize that the engine speed has changed at a time when the engine speed has actually changed to a certain degree.Therefore, in particular, the low throttle opening with a small amount or rate of change of the engine speed is used. In this state, the detection of the inertia phase will be significantly delayed. According to the experiments by the applicant, it is important to change the torque of the engine as early as possible after entering the inertia phase in order to improve the shift characteristics by changing the engine torque. Therefore, the method of detecting the change in the engine speed, which tends to delay the detection of the inertia phase, has a problem in this respect.

[Object of the Invention]

The present invention has been made in view of such a conventional problem, and in consideration of the structure of the automatic transmission, the torque control of the engine can be performed more accurately, and the entire shift diagram. An object of the present invention is to provide a shift control method for an automatic transmission for a vehicle, which is capable of obtaining an original good shift characteristic obtained by controlling the engine torque.

[Means for solving problems]

The first aspect of the present invention is an automatic transmission that is composed of first and second Simpson type underdrive portions, and the second underdrive portion is located downstream of the first underdrive portion on a power transmission path. A shift control method for an automatic transmission for a vehicle, wherein the shift characteristic is favorably maintained by changing a predetermined amount of engine torque during a shift, the rotation speed of a sun gear of the first underdrive portion. A step of detecting the type of shift, a step of detecting the type of shift, and a step of starting the torque change of the engine when the rotational speed changes at least above a range set according to the type of shift. That is, the above-mentioned object is achieved. The second aspect of the present invention is an automatic transmission comprising a Simpson type third speed portion and an overdrive portion, and the overdrive portion is placed upstream of the third speed portion on a power transmission system path. A procedure for detecting the rotational speed of the sun gear of the overdrive portion in a shift control method for a vehicle automatic transmission in which a shift characteristic is favorably maintained by changing a predetermined amount of engine torque during a shift And a procedure for detecting the type of shift, and a procedure for starting a torque change of the engine when the rotational speed changes at least above a range set according to the type of shift, Has been achieved. In the embodiments of the first and second aspects of the present invention, the set range is set to the throttle opening, the vehicle speed, the select position of the pattern select switch, the engine cooling water temperature, the oil temperature of the automatic transmission, in addition to the type of shift. The determination is made in accordance with at least one of them so that the change in the rotation speed can be detected promptly and without erroneous detection.

[Action]

In the present invention (first and second inventions), first, since the member of the automatic transmission is adopted as the rotational speed detection target, the shift state in the automatic transmission can be grasped most directly, and it is possible to use the torque converter. There is no response delay due to this, and quick detection can be performed. Further, the change in the rotation speed of the member of the automatic transmission is uniquely determined by the engine rotation speed and the gear ratio, and the torque converter is interposed between the engine and the engine explosion. The influence of rotation fluctuation due to is attenuated, and the accuracy of inertia phase detection can be maintained high. Further, the change in the rotation speed of the member of the automatic transmission can be obtained by the change amount or the change rate of the engine rotation speed or more depending on the type of shift, but in the present invention, it is recognized that the rotation speed has changed. Since the change width for this is set according to the type of shift, extremely quick change recognition can be performed according to the type of shift without causing erroneous detection. Also, in general, due to the nature of the torque converter, the speed ratio (output speed / input speed) after shifting tends to be significantly lower than that before shifting, so during shifting, automatic shifting rather than changes in engine speed is performed. Since the change in the rotation speed of the machine becomes larger, in this respect as well, detecting the rotation speed of the automatic transmission is more advantageous than detecting the engine rotation speed. Further, in the first aspect of the present invention, the automatic transmission is configured by so-called Simpson type first and second underdrive portions, and the second underdrive portion is on the power transmission path downstream of the first underdrive portion. The sun gear of the first underdrive portion is selected as a member of the automatic transmission that detects the rotation speed in the case of the type that is placed in the. It is the second one in this type of automatic transmission.
The rotation speed of the sun gear in the underdrive changes at all shift speeds, and the change width is larger than that of the input shaft (turbine shaft) of the automatic transmission, so the inertia phase can be detected earlier. This is because more appropriate engine torque change control can be executed. In the second aspect of the invention, the automatic transmission is composed of a so-called Simpson type third speed portion and an overdrive portion, and the overdrive portion is placed upstream of the third speed portion in the power transmission path. In the case of the type, the sun gear of the overdrive portion is used as the member of the automatic transmission that detects the rotation speed. In an automatic transmission of this type, the sun gear of the overdrive section changes in rotational speed at all shift stages, and the degree of this change is greater than the input shaft (turbine shaft) of the automatic transmission. Therefore, the transient state of the shift can be observed with high accuracy for any (various) shift, and as a result, the start of the inertia phase can be detected at an early stage, so that the engine torque can be changed earlier. You can start.

【Example】

Embodiments of the present invention will be described in detail below with reference to the drawings. FIG. 2 is an overall schematic view of an automatic transmission combined with an intake air amount sensing type electronic fuel injection engine for an automobile to which the present invention is applied. The air sucked from the air cleaner 10 is sequentially sent to the air flow meter 12, the throttle valve 14, the surge tank 16, and the intake manifold 18. This air is mixed with fuel injected from the injector 22 near the intake port 20 and is further sent to the combustion chamber 26A of the engine body 26 via the intake valve 24. The exhaust gas generated as a result of the combustion of the air-fuel mixture in the combustion chamber 26A is the exhaust valve 28,
It is released to the atmosphere through the exhaust port 30, the exhaust manifold 32, and the exhaust pipe 34. The air flow meter 12 is provided with an intake air temperature sensor 60 for detecting the intake air temperature. The throttle valve 14 rotates in conjunction with an accelerator pedal (not shown) provided in the driver's seat. The throttle valve 14 is provided with a throttle sensor 62 for detecting its opening. Further, a water temperature sensor 64 for detecting the engine cooling water temperature is provided in the cylinder block 26B of the engine body 26, and in the gathering portion of the exhaust manifold 32, the oxygen concentration in the gathering portion is detected. O ₂ sensor 66 is provided. Further, the distributor 38 having a shaft rotated by the crank shaft of the engine body 26 is provided with a crank angle sensor 68 for detecting a crank angle from the rotation of the shaft. Further, the automatic transmission is provided with a vehicle speed sensor 70 for detecting the vehicle speed from the rotational speed of its output shaft, and a shift position sensor 72 for detecting the shift position. Each of these sensors 60, 62, 64, 66, 68, 7
The outputs of 0 and 72 are the engine computer (hereinafter referred to as ECU
Input) 40. The ECU 40 calculates the fuel injection amount using the input signal from each sensor as a parameter, and controls the injector 22 to inject the fuel for a predetermined time corresponding to the fuel injection amount. The circuit that connects the upstream side of the throttle valve 14 and the surge tank 16 has an idle rotation control valve (ISC).
V) 42 is provided, and the idle speed is controlled by a signal from the ECU 40. On the other hand, the automatic transmission in this embodiment includes the torque converter 100 and the output shaft 10 of the torque converter 100.
A first underdrive speed change mechanism 210 that is coaxially connected to the first speed change mechanism for performing three forward speed shifts and one reverse speed shift;
It is connected in parallel with the underdrive transmission mechanism 210,
A second underdrive transmission mechanism 250 for performing two forward gear shifts, and the second underdrive transmission mechanism 250
Of the known Simpson type, which is mainly configured by a differential gear mechanism 270 connected to the output shaft of the above (downstream side on the power transmission path). The torque converter 100 includes an engine crankshaft 107.
A lock-up clutch, which is well-known, including a pump 102 connected to the output shaft 101, a turbine 103 connected to the output shaft 101, and a stator 105 fixed to a housing of an automatic transmission through a one-way clutch 104. 106
have. The underdrive transmission mechanism 210 has a first planetary gear device 220, a second planetary gear device 230, and various components for connecting, releasing or fixing the components of the first and second planetary gear devices 220 and 230. And a friction joint device. The first planetary gear device 220 includes the torque converter 10
A ring gear 222 connected to a cylinder 221 connected to an output shaft 101 of 0 through a clutch C ₁ and a sun gear shaft externally fitted to the output shaft 211 of the first underdrive transmission mechanism 210 and rotatably instructed. The sun gear 223 formed at 212, the carrier 224 connected to the output shaft 211, the ring gear 222 and the sun gear 223 are meshed with each other, and the carrier 224 is also provided.
And a pinion 225 rotatably held therein. The second planetary gear device 230 is provided with a ring gear 231 connected to the output shaft 211, a sun gear 232 formed on the sun gear shaft 212, a one-way clutch F ₂ and the one-way clutch F ₂ in parallel. carrier is fixed to the housing of the automatic transmission via the brake B ₃ 23
3 and a pinion 234 that is meshed between the ring gear 231 and the sun gear 232 and is rotatably held by the carrier 233. A drum 226 having a substantially U-shaped cross section is attached to the sun gear shaft 212 in a state of housing the first planetary gear device 220. The drum 226 has its U-shaped open end connected to the cylinder 221 via the clutch C ₂ and its outer periphery fixed to the housing of the automatic transmission via the brake B ₁ . Further, the sun gear shaft 212 is fixed to the housing of the automatic transmission via a freewheel F ₁ and the one-way clutch F ₁ and the brake B ₂ arranged in series. The second underdrive transmission mechanism 250 includes a gear 21
The first underdrive speed change mechanism 21 via 3, 252.
It is driven by an input shaft 251 which is connected to a zero output shaft 211. This second underdrive transmission mechanism 250
Is the third planetary gear device 260 and the third planetary gear device 2
It consists mainly of various friction splicing devices for splicing, opening or fixing the 60 components. The third planetary gear device 260 includes the ring gear 26 connected to the input shaft 251 of the second underdrive transmission mechanism 250.
1 and a sun gear shaft 253 rotatably fitted on the input shaft 251 and fixed to the housing of the automatic transmission through a brake B ₄ and a one-way clutch F ₃ arranged in parallel with the brake B _4. The sun gear 262 and the third planetary gear unit 260 are housed, one end is connected to the output shaft 254 and the other end is connected to the sun gear shaft 253 via the clutch C ₃ , and the governor drive gear 256 and A pinion 2 rotatably held by the carrier 263 and meshed between a carrier 263 connected to a drum 258 having a parking gear 257 formed therein, and the ring gear 261 and the sun gear 262.
And 64. The differential gear mechanism 270 has a drive gear 271 that meshes with the output gear 255 of the second underdrive transmission mechanism 250, a differential gear box 272, an operating gear 273, and an output that is connected to the drive wheels. It is composed of shafts 274 and 275. In the transmission of this automatic transmission, the electromagnetic solenoid valves S _{1 to} S ₃ in the hydraulic control circuit 60 are turned on by the set position of a manual valve (not shown) operated by the driver and the output from the ECT computer 50. It is turned off, and as shown in FIG. 3, automatic shifting is performed in four forward gears and one reverse gear. On the other hand, on the drum 226 of the clutch C ₂ of this automatic transmission, an electromagnetic pickup device 290 is installed in order to detect a change in the rotation speed of the drum 226. That is, the alignment chart of each member of this type of automatic transmission is as shown in FIG. 4, in which the rotation speed of the sun gear shaft 212 changes at all the shift speeds, and the change amount thereof Is large, the sun gear shaft 212 is used as an object for detecting a change in the rotational speed of each member of the automatic transmission.
(= Drum 226 of clutch C ₂ ) is adopted. In detecting the rotational speed of the drum 226, a method of fitting a pulse gear on the outer periphery of the drum 226 or using a spline for a separate plate of the drum 226 as a pulse gear tooth can be considered. In such a device, the ECU 40 controls the EC
Shift information of the T computer 50 (shift determination, shift command,
Lock up clutch engagement permission etc.) is received and engine torque reduction control is executed, and this control information is sent to EC.
Output to the T computer 50. ECT computer 5
At 0, on the basis of this information, a lockup clutch release command is issued, and it is calculated whether or not the above-mentioned control is reliably performed. In this embodiment, the ECU 40 and the ECT computer 50 are separately provided, and the ECU 40 determines and executes the amount and timing of the engine torque down. However, in the present invention, the number of control devices or the control sharing region thereof. Is not limited. Next, the operation of this embodiment will be described with reference to FIG. First, in step 300, a shift determination is made in the same manner as in the past, depending on the vehicle speed, engine load (slottle opening), and the like. When the shift judgment is made, after passing through step 302,
At step 304, it is confirmed what the shift judgment was. For example, if this shift determination is a shift determination from the first speed to the second speed, the process proceeds to step 400, where a command to supply the brake B ₂ is issued, and then at step 402, the drum 226 (= sun gear shaft 212) The rotation speed is monitored. In response to this monitor, in step 404, the rotational speed Nsi measured this time is the rotational speed N measured last time.
It is determined whether or not it is smaller than s _i-1 , and when it is smaller, the number of times j is calculated in step 406. Then, in step 408, when the number of times j becomes greater than the number of times n ₁ preset for shifting from the first speed to the second speed, a torque down command of the engine is issued in step 410. This torque down command is issued in step 412 when the rotation speed Nsi of the drum 226 is preset to the rotation speed N ₁
The process is continued until it becomes smaller than that, and when it becomes smaller, the routine proceeds to step 306, where a command for restoring the torque of the engine is issued, and the control flow is ended. If it is confirmed in step 304 that the gear shift judgment in step 300 is the second speed → third speed shift judgment, the process proceeds to step 500, and the command for supplying the clutch C ₂ is issued, and then in step 502. Drum 2
26 rotation speed monitoring is performed. In response to this monitor information, the rotation speed Nsi measured this time in step 504 is changed to the rotation speed N measured last time.
It is determined whether or not it is larger than s _i-1 , and when it is determined that it is larger, the number of times j is calculated in step 506. Here, the determination in step 504 is the same as in step 4 above.
As is clear from the collinear chart in FIG. 4, the magnitude relationship is reversed as compared with the determination in 04, and the rotation speed Ns of the drum 226 is changed during the shift from the first speed to the second speed. This is because it changes in the decreasing direction, but in the shift from the second speed to the third speed, it reversely changes in the increasing direction. In step 508, the number of calculations j is the second speed →
It is determined whether or not it has become larger than n ₂ preset for the third speed shift, and at the time when it becomes larger, a torque down command for the engine is issued at step 510. Here, the set number n ₂ is set to a value larger than the set number n ₁ described above. The change in the rotation speed of the drum 226 in the shift from the second speed to the third speed is the first speed → the second speed.
Since it is smaller than the rotational speed change at high speed, the number of times n is set
_This is because a large value of ₂ was taken into consideration to prevent erroneous detection. The engine torque down command in step 510 is
It is maintained until the condition in step 512 is satisfied. That is, in step 512, it is determined whether the rotation speed Nsi of the drum 226 is greater than the value obtained by subtracting the constant N ₂ from the value obtained by multiplying the output shaft rotation speed N ₀ of the automatic transmission by the gear ratio i _0. When it is determined that the engine torque has increased, a command to restore the engine torque is issued in step 306. If it is confirmed in step 304 that the shift is judged to be the third speed → the fourth speed, the process proceeds to step 600 and a command to supply the clutch C ₃ is issued and then the step 60 is executed.
At 2, the rotation speed of the drum 226 is monitored. Since shifting from the third speed to the fourth speed changes in the direction in which the rotation speed of the drum 226 decreases, steps 604, 60
6, 608, 610 at 404, 406, 40
The same control as in 8 and 410 is performed. However, step 6
The set number n ₃ in 08 is set to a value larger than the set number n _{2 in} order to prevent erroneous detection when shifting from the third speed to the fourth speed. Further, in the engine torque reduction started in step 610, in step 612, the rotation speed Nsi of the drum 226 is a constant N to the output shaft rotation speed N ₀ of the automatic transmission.
It is maintained until it becomes smaller than the value obtained by adding _3, and at the time when it becomes smaller, an instruction to restore the engine torque is issued at step 306. Incidentally, the steps 311 to 319 are respectively the steps 4
04, 408, 412, 504, 508, 512, 60
4 shows a flag setting step for keeping the flow in the stopped / maintained state until the respective conditions of 4, 608 and 612 are satisfied. That is, while the conditions of these steps are not satisfied, the flags F are set to 1 to 9 and then reset, and in the next flow, steps 302 and 32 are set.
In each of 0 to 323, each flow is directly advanced immediately before each flow. Note that step 311,
The reason that j is reset at 314 and 317 is to calculate the number of times the rotational speed Nsi of the drum 226 is continuously decreased or increased at steps 406, 506 and 606, respectively. Note that these flags F and j are set in step 325 after the engine torque return command is issued in step 306.
Is reset at. Further, in the flow chart of FIG. 1, first speed → second speed, second speed
Although three speeds, the third speed and the third speed, the fourth speed are representatively shown, the other speeds are similarly controlled independently. According to the above embodiment, the drum 22 is
Since the condition for recognizing that the rotation speed of 6 has changed has been changed, it is possible to quickly recognize the change in rotation speed without a detection error in each shift. Further, since the flow is divided for each shift, it is possible to set not only the torque down start condition but also the torque down return condition, which is the optimum condition for each shift type. The engine torque recovery control can be performed at the best timing or by performing a simple calculation. Next, FIG. 5 shows a transient characteristic diagram when shifting from the first speed to the second speed in the above embodiment. Since the engine rotation speed Ne shown by the broken line in the figure includes rotation fluctuations associated with the explosion, when the start of the inertia phase is detected by the engine rotation speed Ne, the current detection speed Nei is simply If it is determined whether or not the speed is lower than the speed Ne _i-1 , there is a possibility that the engine torque decrease command is erroneously issued before the inertia phase. Therefore, the current rotation speed Ne _i becomes smaller than the previous rotation speed Ne _i-1 for N consecutive times, or Ne
When i <Ne _i-1 −ΔN ′ is satisfied n times in total, it is necessary to take measures to recognize that the rotation speed has changed. Here, if the rotation fluctuation width necessary for preventing such malfunction is ΔN as shown in the figure, it is point E that the inertia phase can be detected by the rotation speed of the drum 226 (= rotation speed of the sun gear shaft 212). However, if this is performed at the turbine rotation speed N _T , the point becomes F, and if it is performed at the engine rotation speed Ne, the point becomes G. The reason why the detection based on the engine rotation speed Ne is significantly delayed in this manner is that the slippage of the torque converter delays the time itself at which the drop of the engine rotation speed Ne starts, and the drum 22
This is because the fluctuation range is smaller than the turbine rotation speed N _T in comparison with the variation range of the rotation speed of No. 6 (the speed ratio of the torque converter before the shift is generally 0.9 or more, but it is considerably small immediately after the shift). In the figure, D to H correspond to the inertia phase, and the energy absorption rate of the clutch becomes the highest especially in the vicinity of D. Therefore, it is desirable to perform the torque down control of the engine as quickly as possible after the D point. The effectiveness of this example can be confirmed. Next, a second embodiment of the present invention will be described. In this embodiment, as shown in FIG. 6, the present invention is a known Simpson in which an overdrive mechanism is provided on the front side (upstream side on the power transmission path) of an underdrive mechanism having three forward stages and one reverse stage. It is applied to a type automatic transmission. That is, the transmission portion of the automatic transmission in this embodiment includes a torque converter 910, an overdrive mechanism 912, and an underdrive mechanism 914 having three forward stages and one reverse stage. The torque converter 910 includes a pump 916, a turbine 918, a stator 920, and a lockup clutch 9.
21 are well known. The pump 916 is connected to the engine crankshaft 922, and the turbine 918 is connected to the turbine shaft 924. The turbine shaft 924 is
The output shaft of the torque converter 910 serves as the input shaft of the overdrive mechanism 912, and is connected to the carrier 926 of the planetary gear unit in the overdrive mechanism 912. In the overdrive mechanism 912, the planetary pinion 928 rotatably supported by the carrier 926 meshes with the sun gear 930 and the ring gear 934. Further, an overdrive clutch C ₀ and a one-way clutch F ₀ are provided between the sun gear 930 and the carrier 926, and further, between the sun gear 930 and the housing Hu which surrounds the overdrive mechanism 912, An overdrive brake B ₀ is provided. The ring gear 934 of the overdrive mechanism 912 is connected to the input shaft 936 of the underdrive mechanism 914, and the forward clutch C ₁ is provided between the input shaft 936 and the intermediate shaft 938. The underdrive mechanism 914 is provided with two rows of front and rear sides as a planetary gear device. The front planetary gear device includes a sun gear 942 provided on a sun gear shaft 940 common to the front and rear sides, a planetary pinion 944 meshing with the sun gear 942, and a carrier 9 rotatably supporting the planetary pinion 244.
46 and a ring gear 948 that meshes with the planetary pinion 944. The rear planetary gear unit is composed of a planetary pinion 950 that meshes with the sun gear 942, a carrier 952 that rotatably supports the planetary pinion 950, and a ring gear 954 that meshes with the planetary pinion 950. ing. A direct clutch C ₂ is provided between the input shaft 936 and the sun gear shaft 940. In addition, the ring gear 948 in the front planetary gear device has an intermediate shaft 938.
Is connected with. Further, the carrier 946 in the front planetary gear device is connected to the ring gear 954 in the rear planetary gear device.
46 and the ring gear 954 are connected to the output shaft 956. In addition, the carrier 95 in the planetary gear device on the rear side
A fast and reverse brake B ₃ and a one-way clutch F ₂ are provided between the housing 2 and the housing 2. Furthermore, between the sun gear shaft 940 and the housing Hu,
The second brake B ₂ is provided via the one-way clutch F ₁ , and the second coast brake B ₁ is provided between the sun gear shaft 940 and the housing Hu. By the way, in this transmission, as shown in FIG. 7, the friction coupling devices are engaged and combined so that free shifting is performed. The alignment chart of each member in this transmission is shown in FIG. become that way. Therefore, in such an automatic transmission of transmission, the overdrive mechanism 9 is used as a member for detecting the rotation speed.
If 14 sun gears 930 (= drums of clutch C ₀ ) are adopted, the rotational speed change can be obtained at each shift stage, and in the shift from the third speed to the fourth speed, the input shaft, That is, it can be confirmed that the variation width larger than the turbine rotation speed can be obtained. Therefore, the drum part of the clutch C ₀ is provided with an electromagnetic pick-up device 990 for detecting the rotation speed thereof.
_If the change state of the rotational speed of the ₀ drum is detected under a condition corresponding to each shift and the change control of the engine torque is started when the condition is satisfied, the control can be performed quickly and without malfunction. . In the above embodiment, the set range n _{1 to} n ₃ for recognizing that the rotation speed has changed is determined according to only the type of gear shift. A more precise setting of the torque change start control by considering one or more of throttle opening, vehicle speed, select position of pattern select switch, engine cooling water temperature, oil temperature of automatic transmission, etc. It can be performed. Further, in the above embodiment, the engine torque change amount is uniform, but in the present invention, since the control pattern is divided according to the type of gear shift, for example, according to the type of gear shift in the above embodiment. It is obvious that the engine torque change amount can be easily improved so as to be set to an optimum change amount at least in accordance with the type of shift, just as the torque down recovery start condition is changed.

【The invention's effect】

As described above, according to the present invention, the change in the rotation speed of the member of the automatic transmission is detected in order to determine the start condition of the torque change of the engine, and the change width of the rotation speed of the member changes Focusing on the difference depending on the type, the conditions for recognizing that the rotation speed has changed are made to differ depending on the type of gear shifting, so engine speed change control can be performed extremely quickly without erroneous detection. The excellent effect of being able to start is obtained. Therefore, it becomes possible to change the engine torque quickly at the most appropriate time. Therefore, the original effect of changing the engine torque, that is, reduction of gear shift shock, or reduction of the load on the friction engagement device is reduced. It is possible to obtain the maximum effect.

[Brief description of drawings]

FIG. 1 is a flow chart showing an embodiment of a shift control method for a vehicle automatic transmission according to the present invention, and FIG. 2 is combined with an intake air amount sensing type electronic fuel injection engine to which the embodiment is applied. Fig. 3 is an overall schematic view of an automatic transmission for a vehicle, Fig. 3 is a diagram showing an engaged / combined state of a friction engagement device of the automatic transmission, and Fig. 4 is a rotation of each member of the automatic transmission. FIG. 5 is a collinear chart showing a speed state, FIG. 5 is a transient characteristic diagram of the automatic transmission at the time of shifting from the first speed to the second speed, and in FIG. 6, the second embodiment of the present invention is applied. FIG. 7 is a skeleton diagram showing a transmission portion of an automatic transmission for a vehicle, FIG. 7 is a diagram showing an engaged / combined state of the friction engagement device of the second embodiment, and FIG. 8 is the second embodiment. FIG. 6 is a collinear chart showing a rotational speed state of a member of the automatic transmission in the example. 212 ...... sun gear shaft, 226 ...... sun gear shaft and a body of the drum, 930 ...... sun gear, 290,990 ...... electromagnetic pickup apparatus, the rotational speed of Ns ...... silver axis, _n 1 ~n ₃ ...... set number.

Claims (4)

[Claims] 1. An automatic transmission comprising a Simpson type first and second underdrive section, wherein the second underdrive section is located downstream of the first underdrive section on a power transmission system path. In a shift control method of an automatic transmission for a vehicle, which is configured to maintain a good shift characteristic by changing an engine torque by a predetermined amount during a shift, a rotational speed of a sun gear of the first underdrive portion is changed. A step of detecting, a step of detecting the type of shift, and a step of starting the torque change of the engine when the rotational speed changes at least above a range set according to the type of shift. A method for controlling a shift of an automatic transmission for a vehicle, which is characterized. 2. The set range is set according to at least one of throttle opening, vehicle speed, pattern select switch select position, engine cooling water temperature, and automatic transmission oil temperature, in addition to the type of shift. The shift control method for an automatic transmission for a vehicle according to claim 1, characterized in that the determination is made. 3. An automatic transmission comprising a Simpson type third speed portion and an overdrive portion, wherein the overdrive portion is located upstream of the third speed portion on a power transmission path, during shifting. In a shift control method of an automatic transmission for a vehicle, which is configured to maintain a good shift characteristic by changing an engine torque by a predetermined amount, a procedure for detecting a rotation speed of a sun gear of the overdrive part, And a procedure for starting a torque change of the engine when the rotational speed changes at least above a range set according to the type of gear shift. Transmission shift control method. 4. The set range is set according to at least one of throttle opening, vehicle speed, pattern select switch select position, engine cooling water temperature, and automatic transmission oil temperature, in addition to the type of shift. The shift control method for an automatic transmission for a vehicle according to claim 3, wherein the shift control method is determined.