JPH03129165A - Speed change controller of automatic transmission - Google Patents

Abstract

PURPOSE:To reduce pull-in phenomenon at the time of upshift by mounting an upshift detection means which detects the start of gear change due to up shift and an engine torque means which temporarily increases engine torque immediately after upshift is started. CONSTITUTION:When upshift of an automatic transmission is detected by an upshift detection means (b), an engine torque is temporarily increased by an engine torque control means (c) immediately after upshift is started. Since a pull-in torque which is generated at a torque phase of upshift is reduced by the increase amount of this engine torque, gear change shock which is generated by the pull-in torque is reduced greatly.

Description

DETAILED DESCRIPTION OF THE INVENTION Field of the Invention The present invention relates to a shift control device for an automatic transmission mounted on a vehicle.

2. Prior Art Conventional automatic transmissions for vehicles include, for example, Japanese Patent Application Laid-open No. 62
There is a device as disclosed in Japanese Patent No. 62047, in which a plurality of friction elements such as clutches and brakes incorporated in a gear train are engaged and released by hydraulic pressure, thereby switching gears. This provides four forward gears.

In addition, as an automatic transmission for vehicles, Japanese Patent Application Laid-Open No. 62-835
Main transmission (first transmission) as disclosed in Publication No. 41
By arranging the and the auxiliary transmission (second transmission) in series, the final transmission ratio is determined by the product of the transmission ratios of both transmissions, making it possible to achieve multiple gears. There is something.

In other words, in the latter type of automatic transmission, if the main transmission has three forward speeds and the sub-transmission has two forward speeds (switching between Lo and Hi), a total of six forward speeds are possible as shown in Table 1 below. Now you can get it.

(Left below) Table 1 Problems to be Solved by the Invention However, in such conventional automatic transmissions, when upshifting, the gear ratio changes from large to small in the torque phase generated when the friction element is switched. Because of the rapid change, the torque pull-in phenomenon A occurs as shown in Figure 9.
This has caused a problem in that the shock during gear shifting is significantly increased.

In the figure, 11 is the gear ratio on the low gear side, i is the gear ratio on the high gear side, and Tg is the output torque of the engine.

is the transmission output shaft torque.

SUMMARY OF THE INVENTION In view of the above-mentioned conventional problems, an object of the present invention is to provide a shift control device for an automatic transmission that reduces the torque pull-in phenomenon that occurs during upshifts by increasing engine torque. do.

Means for Solving the Problems In order to achieve the above object, one configuration of the present invention is as follows.
As shown in the figure, in an automatic transmission equipped with a hydraulically operated friction element a incorporated in a gear train and having a shift function of at least two or more gears, an upshift detection means for detecting the start of a shift due to an upshift is provided. and an engine torque control means C that temporarily increases the engine torque immediately after the start of an upshift.

Further, another configuration of the present invention is as shown in FIG.
A main transmission d and an auxiliary transmission e are arranged in series, and the main transmission d and the auxiliary transmission e are synchronized so that one upshifts and the other downshifts. In an automatic transmission that performs a double shift, an upshift detection means b' detects the start of a shift on the upshift side during a double shift, and an upshift detection means b' detects the start of a shift on the upshift side during a double shift. The configuration is such that an engine torque control means C' for increasing the torque is provided.

Furthermore, in each of the above configurations, engine torque control means c,
Preferably, c' includes a torque preliminary control means for gradually reducing the torque before shifting, and a torque return means for increasing the torque to the pre-shift torque value immediately after the start of shifting.

Furthermore, in each of the above-mentioned configurations, the upshift detection means (s, b') is a friction element (a) that is switched at the time of an upshift.
, a' is preferable.

In addition, in the configuration shown in FIG. 1, the engine torque control means C controls the torque upper limit value immediately after shifting.
E m a & is the torque immediately after shifting T! 10. Assuming that the low speed gear ratio before shifting is I Lol and the high speed gear ratio after shifting is lHl, the control is performed according to the following.

Furthermore, in the configuration shown in FIG.
T gwh a x is the torque immediately after shifting T EO
r Assuming that the pre-shift gear ratio of the upshifted transmission between the main transmission and the auxiliary transmission is ILO', and the post-shift gear ratio of the upshifted transmission is IH1', The configuration is such that the control is performed according to I Lo' T Ewaa*""=-Go・T8°I Hm.

In the shift control device for an automatic transmission shown in FIG. 1 of the present invention with the above-described configuration, when an upshift of the automatic transmission is detected by the upshift detection means, the engine torque control means C By temporarily increasing the engine torque immediately after the start of the upshift, the pull-in torque generated during the torque phase of the upshift is reduced by the increased engine torque.
The shift shock generated by the pulling torque will be significantly reduced.

Further, the speed change control device for an automatic transmission shown in FIG. When a double shift is performed in which one side is upshifted and the other side is downshifted in synchronization, when the upshift detection means b' detects the start of the shift on the upshift side, the engine torque control means C' By temporarily increasing the engine torque, the pull-in torque generated in the torque phase on the upshift side is reduced by the increased engine torque, so the shift shock generated by the pull-in torque is significantly reduced. It will be reduced.

Furthermore, in each of the above configurations, engine torque control means c,
c' is equipped with a torque preliminary control means that gradually reduces the torque before shifting, and a torque return means that increases the torque to the pre-shift torque value immediately after the start of shifting, so that the upshift can be performed while reducing the above-mentioned pull-in torque. The output torque can be changed more smoothly between front and rear.

Furthermore, in each of the above-mentioned configurations, the upshift detection means (s, b') is a friction element (a) that is switched at the time of an upshift.
, a', it is possible to detect the actual start of the upshift, and to detect the point at which the engine torque generated by the start of the upshift increases, and the above. The time point at which the pulling torque is generated can be precisely matched, and the effect of reducing the pulling torque can be significantly improved.

Further, in the configuration shown in FIG. 1, the control amount T Ema of the torque upper limit value immediately after the gear shift by the engine torque control means C
x is the torque immediately after shifting, T8°, and the low gear ratio before shifting, 11. Assuming that the high speed gear ratio after the o+ shift is 1111, by controlling according to the following, it is possible to substantially match the above-mentioned pull-in torque amount generated according to the gear ratio change and the above-mentioned increase in engine torque, By substantially reliably canceling out these two factors, a significant reduction in shift shock is achieved.

Furthermore, in the configuration shown in FIG.
TI! wa a X is the torque immediately after shifting Tx
or The gear ratio before the main gear shift and the gear ratio before the gear shift of the upshifted side of the auxiliary gearbox. , the gear ratio after shifting of the transmission to be upshifted is I Ml', then by controlling according to It is possible to substantially match the increase in the engine torque with the increase in the engine torque, and by substantially reliably canceling out the two, a significant reduction in shift shock can be achieved.

Example Hereinafter, embodiments of the present invention will be described in detail based on the drawings.

That is, FIG. 3 shows an embodiment of the speed change control device for the automatic transmission 10 according to the present invention, in which the main transmission 12 and the sub-transmission 14 are connected to each other.
An example of an automatic transmission 10 will be described in which the overall gear ratio is obtained by the product of the gear ratios of the main and auxiliary transmissions 12 and 14.

That is, the automatic transmission 10 shown in the figure includes a main transmission 12 that performs four forward speed changeovers and a deceleration speed change.

It is constructed by arranging in series a sub-transmission 14 that performs constant speed two-speed switching.

The gear trains of the main transmission 12 and the sub-transmission 14 are configured as shown in FIG. 4, and the main transmission 12 includes a first planetary gear set PC and a second planetary gear set PG, and The machine 14 is equipped with a third planetary gear set PG3.

Above 1. Second. Third planetary gear set PC, PG, P
G.

are respectively configured as simple planetary gears, with the first, second, and so on being configured as simple planetary gears.
The third sangia s +, s -, S s and the first. Second
, the third pinion gear Pl+Pt, P3, and the first and second pinion gears. The third ring gears R, , R, , R3, the first and second ring gears. 3rd pinion carrier pc,, pc,,
It is composed of pc3.

Further, in the main transmission 12, the first. 2nd planetary gear set PC
, PC, includes a reverse clutch R/C connecting the input shaft l/S and the first sun gear S, the input shaft l/S and the first pinion carrier PC, as shown in the figure. a high clutch H/C that connects the first pinion carrier PC, and a forward clutch F/C that connects the second ring gear R7;
Band brake B/B fixing the first sun gear SL to the casing C/S side, first pinion carrier PCI
A low-and-reverse brake L&R/B is provided to fix the brake to the casing C/S side.

Furthermore, a forward one-way clutch F10/C is connected between the forward clutch F/C and the second ring gear R3.
is provided, and a row one-way clutch L1 is provided between the first pinion carrier PC and the casing C/S.
0.C is provided, and the first binion carrier PC,
An overrun clutch 0 is connected between the forward one-way clutch F10 and the second ring gear R7 in parallel with the forward one-way clutch F10・C.
-R/C is placed.

In addition, as shown in the figure, the gear train consisting of the auxiliary transmission [14, third planetary gear set PG] includes a direct clutch D/C connecting the third pinion carrier PC3 and the third sun gear S3, and a third planetary gear set PG. A duction brake RD/B is provided to fix the sun gear S3 to the casing C/S.

Furthermore, a reduction one-way clutch R-Dlo.C is disposed between the third sun gear S3 and the casing C/S.

The second pinion carrier PC, which is an output member of the main transmission 12, and the third ring gear R3, which is a manual member of the auxiliary transmission R14, are connected via an intermediate shaft M/S.

Further, the rotational force of the engine E is inputted to the input shaft 1/S in FIG. 3 through the torque converter T/C.

By the way, in the main transmission 12, as shown in Table 2 below, each friction element CR/C, H/C, F/C, B/B.

L&R/B) are engaged and released by shift hydraulic pressure (line pressure) supplied from a control valve (not shown), so that various shift stages can be obtained.

Table 2: In the same table, ○ marks indicate a fastened state, and no marks indicate a released state.

Further, the forward one-way clutch P10.C is free when the second ring gear R2 rotates in the forward direction relative to the first pinion carrier PCI, and is locked when the second ring gear R2 rotates in the reverse direction.
0.C is free when the first pinion carrier PC rotates in the forward direction, and is locked when it rotates in the reverse direction.

By the way, the above-mentioned overrun clutch 0・R/C is the first
Although not shown in the table, the overrun clutch 0/R
/C is when the accelerator opening is 1/16 on the low gear side below 3rd gear.
By being engaged as follows, the function of the forward one-way clutch F10.C is eliminated and the engine brake is operated.

On the other hand, in the sub-transmission 14, the direct clutch D/C
When the direct clutch D/C is engaged, the input rotation is outputted in a constant velocity (Hi) state, and when the direct clutch D/C is released, it is outputted in a decelerated (Lo) state.

In addition, the above reduction one-way clutch R-Dlo
・C becomes free when the third sun gears S and 1 rotate in the normal direction, and is locked when the third sun gears S and 1 rotate in the reverse direction.

In the automatic transmission 10, the final gear ratio output from the output shaft O/S is determined by the product of the gear ratio of the main gear [12] and the gear ratio of the sub-transmission 14, so the automatic transmission 10 The number of gears obtained by the transmission 10 is determined by the combination of the number of gears of the main transmission 12 and the sub-transmission 14, and in this embodiment, the main transmission 12 is switched to four forward gears. , sub-transmission 14
Since the gears are switched to two gears, a total of eight forward gears can be shifted as shown in Table 3 below.

(Left below) Table 3 The above control valve has the first valve for switching the main transmission 12.
Shift solenoid 22 and second shift solenoid 24
and a third shift solenoid 26 for switching the sub-transmission 14. 2nd and 3rd shift solenoid 2
2.24.26 is a main transmission controller 30 (for controlling the first and second shift solenoids 22, 24) and an auxiliary transmission controller 32 (for controlling the third shift solenoid 26) built into the hunt roll unit 28. It is designed to be turned ON and OFF by a shift signal outputted from the motor.

Therefore, the above 1. Second. 3rd shift Tsuremade 22,
24. By turning 26 ON and OFF, three shift valves (not shown) built into the control valve are switched to engage and release each of the friction elements, as shown in Table 4 below. As shown, each gear stage is obtained.

Table 4 By the way, from the main transmission controller 30 and the sub-transmission controller 32, the first. The ON and OFF signal commands output to the second and third shift solenoids 22, 24, and 26 are output from a shift control controller 34 built into the control unit 28.

A throttle opening signal detected by a throttle sensor 36 and a vehicle speed signal detected by a vehicle speed sensor 38 are input to the shift control controller 34, and these throttle opening signals and vehicle speed signals are set in advance as driving conditions. Shift decisions are made based on the shift schedule.

The hydraulic pressure supplied to the friction elements of the main transmission 12 is regulated by a pressure regulator valve, as disclosed in, for example, Japanese Unexamined Patent Publication No. 62-62047.

Here, in this embodiment, the main transmission 12 is provided with a hydraulic pressure sensor 40 that detects the hydraulic pressure supplied to the friction elements, and the hydraulic pressure sensor 40 controls the operation of the friction elements that are engaged during an upshift. By detecting this, the hydraulic pressure sensor 40 is used as an upshift detection means.

In this embodiment, in order to detect an upshift from 1st to 2nd speed, where the shift shock becomes particularly large, the hydraulic pressure sensor 40 detects the 2nd speed pressure, that is, the 2nd speed pressure as shown in Table 2 above. The engagement pressure of the newly engaged band brake B/H is detected.

The hydraulic pressure signal detected by the hydraulic pressure sensor 40 is
The torque is output to a torque control circuit 42 as an engine torque control means built in the control unit 28, and the torque control circuit 42 controls the engine torque during upshifts.

The engine torque control means 42 also includes the speed change control controller 34. The above main transmission controller 30
A shift command signal, a main transmission shift signal, and an auxiliary transmission shift signal output from the auxiliary transmission controller 32 are respectively input.

The intake air amount control circuit 44 is connected to the torque control circuit 42.
．． Fuel supply amount control circuit 46 and ignition timing control circuit 48
A command signal is output to the intake air amount control circuit 4.
4 controls the opening and closing of the bypass air valve 48 of the engine E, the fuel supply amount control circuit 46 controls the injection charge of the fuel injector 50, and the ignition timing control circuit 48 controls the ignition advance angle of the ignition advance device 52. It's about to be controlled.

With the above configuration, in the shift control device of this embodiment, the shift point is determined by the shift control controller 34 based on the detection signals of the throttle opening sensor 36 and the vehicle speed sensor 38, and the main transmission 12 and Sub-transmission 14
The shift signal is the main one.

From the sub-transmission controller 30.32 to the first. 2nd゜3rd
It is designed to be output to shift solenoids 22, 24, and 26.

At this time, as shown in Table 3 above, when the entire gear stage is jumped upshifted from 1st gear to 3rd gear, and when upshifted from 2nd gear to 3rd gear, the main shift When the machine 12 is upshifted from first gear to second gear, and the entire gear range is similarly upshifted from third gear to fifth gear and from fourth gear to fifth gear, from fifth gear to When the 7th gear and the 6th gear are upshifted to the 7th gear, the main transmission 12 is upshifted from the 2nd gear to the 3rd gear and from the 3rd gear to the 4th gear, respectively. The hydraulic pressure sensor 40 detects an increase in the hydraulic pressure when the engine 12 is shifted from the first speed to the second speed.

Incidentally, during the upshift on the main transmission 12 side, if the entire gear stage is skipped from the first gear to the third gear, the sub-shift R14 is not shifted; When shifting from 2nd to 3rd gear in stages,
The sub-transmission 14 is configured to be downshifted from Hi to Lo, and the main transmission 12 and the sub-transmission 14 are shifted up and down in synchronization, resulting in a double alternating shift.

When the hydraulic pressure sensor 40 detects an increase in the second speed pressure, the torque control circuit 42 outputs a signal that temporarily increases the output torque of the engine E.

FIG. 5 shows an example of a process in a flowchart that is executed when torque control is performed by the speed change control device of this embodiment.
c) shall be processed every time.

That is, in the above flowchart, first, step 100
At the same time as reading the throttle opening degree, step 10
1, the vehicle speed is read, a shift schedule is searched based on the driving conditions based on the throttle opening degree and vehicle speed, and it is determined by the steering knob 102 whether the main transmission 12 is to be upshifted from the first gear to the second gear. .

In this case, the upshift of the main transmission 12 from the first gear to the second gear is performed when the entire gear is in the first gear as shown in Table 3.
Taking an example of a case in which a jump shift is performed from a third speed to a third speed, a case will be shown in which only the main transmission 12 is upshifted without the sub-transmission 14 being shifted.

If the determination in step 102 is "NO", the process returns to step 100, and if the determination is rYEsJ, the process proceeds to step 103, where the transmission controller 34 outputs a transmission command signal to the main transmission 12. In the next step 104, the hydraulic pressure sensor 4
Read the 2nd speed pressure with 0.

Then, in the next step 105, the above-mentioned step and knob 104
It is determined whether the second speed pressure read in has become higher than a preset predetermined value. If "NO", the process returns to step 104, and if rYESJ, the process proceeds to step 106, where the torque control circuit 42 The current state (
i,/i,) times the engine torque T8, and outputs this value to the intake air amount control circuit 44.

Incidentally, il calculated in step 106 above is the main transmission 1.
The gear ratio +j2 at the first gear of 2 indicates the gear ratio at the second gear of the main transmission 12, and in step 106, the gear ratio of the first gear and the second gear is determined with respect to the engine torque Tgo before shifting. The amount of intake air required to obtain the increase in torque due to gearing is now required. In the next step 107, an increase in the fuel supply amount is calculated in accordance with the intake air amount increased in step 106, and this value is output to the fuel supply amount control circuit 46.

After performing the control in steps 106 and 107, it is determined in step 108 whether or not a predetermined time has elapsed. When the predetermined time has elapsed, the process proceeds to step 109, and the incremented value in step 106 is determined in step 108. The intake air amount and the fuel supply amount increased in step (2) above are returned to their original states (before gear change).

Through such control, the speed change control device of this embodiment can perform control as shown in the time chart of FIG. 6.

That is, the time chart in the same figure was simulated with the throttle opening at 874 degrees, and has the characteristic T.

is the output shaft torque of automatic transmission IO, characteristic Tl! is the output torque of engine E, characteristic N8 is the rotation speed of engine E, P
, is the second speed pressure that engages the friction element (band brake B/B).

The above output shaft torque T. When the 2nd speed pressure is increased and the band brake B/B starts to engage, an inertia phase is generated. Conventionally, as shown by the broken line in the figure, a fluctuation portion A is generated due to the pull of torque. In this embodiment, the output torque T6 of the engine E is increased (by 8 portions) for a predetermined time (-time) via the torque control circuit 42, so that the increased portion of the engine torque causes the fluctuation portion A of the pulling torque. can be reduced.

Therefore, the above output shaft torque T. As shown by the solid line, disturbances to the above-mentioned fluctuating portions can be significantly reduced to provide substantially smooth characteristics, and shift shocks can be significantly reduced.

In this embodiment, when detecting an upshift of the main transmission 12, the hydraulic pressure sensor 40 is used to detect an increase in the 2nd speed pressure which determines the actual start of engagement of the band brake B/H. Fast pressure is a predetermined value (start of inertia phase)
Since the engine torque is temporarily increased when the output shaft torque T is increased. Variation part A
The increasing portion B of the engine torque can be made to coincide with the increasing portion B of the engine torque in a timely manner, and the fluctuating portion A can be effectively removed.

By the way, in the above embodiment, when the second speed pressure is detected, the engine torque is temporarily increased by the torque control circuit 42, but the present invention is not limited to this, and the torque control circuit 42 By providing a torque preliminary control means for gradually reducing the engine torque before the actual shift of the friction element, and a torque return means for increasing the engine torque to the value before the shift immediately after the start of the shift,
Smoother output shaft torque characteristics T. can be obtained.

That is, FIG. 7 shows a flowchart when the above-mentioned torque preliminary control means and torque return means are provided, and the same processing parts as in the flowchart of FIG. .

That is, in the flowchart of this embodiment, when it is determined in step 102 that rYESJ is to be upshifted, the process proceeds to step +10, and first, the ignition signal output from the torque control circuit 42 to the ignition timing control circuit 48 is delayed by JL+ time and the ignition is started. A timing retard is performed, and in the next step, step 111, it is determined whether the engine torque T8 has decreased by a factor of (i, /i,) based on the calculation.

If rNOJ is determined in step III above, the process returns to step 110 again.On the other hand, rYE
If it is determined that it is sco, the process proceeds to step 112, in which the torque control circuit 42 outputs a gear change command signal, and in step 113, the second speed pressure is read.

Next, in step 114, it is determined whether the second speed pressure has become higher than a predetermined value, and if rYESJ, the process proceeds to step 115, where the ignition timing retard set in step 110 is temporarily canceled.

Then, in step 116, it is determined whether a predetermined time has elapsed since the ignition timing retard was canceled, and rY
In the case of ESJ, the process proceeds to step 117 where the ignition timing is retarded again, and in the next step 118 it is determined whether a predetermined time has elapsed since the ignition timing was retarded again.

If rYEsJ is determined in step 118, the ignition timing is advanced by Jjt time in step 119, and the ignition timing is advanced in step 120 until it is determined that the ignition timing has been returned to the normal ignition timing (before the ignition timing was retarded in step 110). Hurry up.

Therefore, with the above control, in this embodiment, control is performed along the time chart shown by the solid line in FIG. 8.

Note that this time chart is simulated with the throttle opening at 678 degrees, and conventionally the output shaft torque is T. has the characteristic shown by the broken line, and the output torque T6 of the engine E also has the characteristic shown by the broken line.

However, in this embodiment, since the ignition timing is started before the gear shift, the engine torque TE is controlled by C which increases the second speed pressure.
The band brake B/
When the conclusion of H starts, (i, / i,)
・Torque is reduced to II, and output shaft torque T is accordingly reduced. is also lowered.

At this point, the ignition timing retard is released for a certain period of time (-temporally), so an increased part B of engine torque T6 is generated, and the fluctuation part public figure generated by the torque pull in the inertia phase is removed. After that, engine torque T8 is gradually restored.

Therefore, in this embodiment, the output shaft torque T before the upshift is started. From I, the torque T that is reduced when the upshift is completed. The overall change up to , is performed smoothly, compared to conventional T. The large step difference that occurs when changing from , to TOl is eliminated, and the shift shock can be significantly reduced.

By the way, in each of the embodiments described above, the entire gear stage is the first gear stage.
The explanation has been given using an example in which only the main gear [12] is upshifted in a skip shift from 3rd to The same control as in this embodiment can be performed even in the upshift control of a normal transmission without a sub-transmission, for example, the automatic transmission disclosed in Japanese Patent Application Laid-Open No. 62-62047. .

In addition, when the entire gear stage is shifted step by step from second gear to third gear, the main transmission 12 is upshifted and the auxiliary gear [14 is downshifted from Hi to Lo. Although this is a heavy shift change, even in this case, the shift control on the main transmission 12 side that is upshifted can be performed in the same manner as in each of the above embodiments.

Incidentally, in the case of such a double changeover, since the auxiliary transmission 14 is downshifted, step 106 in FIG.
and the gear ratio (i, / it) calculated in step 111 of FIG. 7 above.
i,) is 1. The gear ratio before shifting of the main transmission 12 itself! Is+2 is the gear ratio of the main transmission 12 itself after shifting: 1. ′
By calculating as follows, it is possible to reliably reduce the pulling torque generated on the main transmission 12 side.

That is, when the entire gear stage of the automatic transmission 10 is shifted from the first gear to the third gear, the gear shift of the auxiliary transmission 14 is not involved, so it is necessary to increase the pull-in torque of the upshift. Control of the engine torque upper limit value 'Ek
T E m a X is the engine torque before shifting.
I! If the low gear ratio before the gear shift is 11 + the high gear ratio after the gear shift is IHI, then the torque immediately after shifting is controlled according to T E + 5ax = , "T!!O""■2 .

On the other hand, when the entire gear stage of the automatic transmission 10 is shifted from second speed to third speed, the downshift of the sub-transmission 14 is influenced by the main transmission 12, so the torque upper limit immediately after the shift is The control amount T Emax is controlled according to the following equation: j++ is the gear ratio before shifting of only the main transmission 12 and i,' is the gear ratio after shifting of only the main transmission 12.

Therefore, by controlling the engine torque using the above formula (■) or (2), it is possible to make the amount of pull-in torque during upshifting, which is generated according to the gear ratio change, substantially equal to the increase in the engine torque. Therefore, these two factors almost certainly cancel each other out, and a significant reduction in shift shock is achieved.

Further, in each of the above embodiments, the main transmission 12 shifts from the first speed to the second speed.
Although the explanation has been given using an example of shift control when the main transmission 12 is upshifted from 2nd speed to 3rd speed and from 3rd speed to 4th speed, the present invention is not limited to this. The invention can be applied, and furthermore, the invention can be applied even in the case of jump shifting from 1st speed to 3rd speed, from 1st speed to 4th speed, from 2nd speed to 4th speed, etc. can.

In this case, the hydraulic pressure to be detected by the hydraulic pressure sensor 40 needs to detect the engagement pressure of the friction element that is upshifted in each shift mode.

DETAILED DESCRIPTION OF THE INVENTION As described above, in the shift control device for an automatic transmission of the present invention, in claim 1, when the upshift detection means detects the start of a shift due to an upshift of the automatic transmission, the engine Since the engine torque is temporarily increased by the torque control means immediately after the start of the upshift, fluctuations in the output shaft torque due to the pull-in torque generated during the torque phase of the upshift are reduced by the increase in engine torque. Because it is possible to
This provides an excellent effect in that the shift shock generated by the pulling torque can be significantly reduced, and the ride comfort of the vehicle can be significantly improved.

Further, in claim 2, the present invention is applied to an automatic transmission having a main transmission and a sub-transmission arranged in series, and the main transmission and the sub-transmission are synchronized so that one of the sub-transmissions is moved up. To reduce the pull torque generated in the torque phase of a transmission on the upshift side through an upshift detection means and an engine torque control means when a double changeover is performed in which one shift and the other shift are downshifted. Therefore, it is possible to significantly reduce the shift shock caused by double shifting.

Furthermore, in claim 3, the engine torque control means according to claim 1 or 2 includes torque preliminary control means for gradually reducing the torque before shifting, and torque return means for increasing the torque to the pre-shift torque value immediately after the start of shifting. With this configuration, the output torque can be changed more smoothly between before and after the upshift while reducing the above-mentioned pull-in torque, and it is possible to further reduce shift shock.

Furthermore, in claim 4, the upshift detection means in claim 1 or 2 is a means for detecting a change in the working fluid pressure of the friction element that is switched at the time of upshifting, thereby effectively starting the upshifting. It is possible to accurately match the point in time when the engine torque generated by the start of the upshift and the point in time when the above-mentioned pull-in torque is generated, thereby significantly improving the effect of reducing the pull-in torque. be able to.

Further, in claim 5, in the above-mentioned claim 1, the engine torque control means controls the torque upper limit value immediately after shifting ff.
i T ,,, the torque immediately after shifting is T Eel
iL is the low gear ratio before shifting. When the high speed gear ratio after shifting is IHI, by controlling according to the following, it is possible to make the amount of pull-in torque generated in accordance with the gear ratio change substantially equal to the increase in the engine torque. Thus, it is possible to substantially reliably cancel out these two factors, thereby achieving a significant reduction in shift shock.

Furthermore, in claim 6, in claim 2, the control amount T of the torque upper limit value immediately after the gear shift by the engine torque control means.
tma is the torque immediately after shifting, T ea is the torque immediately after shifting, and i L is the gear ratio before shifting of the upshifted transmission of the main transmission and the auxiliary transmission. If the gear ratio of the upshifted transmission after shifting is 1111', then the above-mentioned pull-in torque generated in accordance with the gear ratio change of the upshifted transmission is controlled according to The above-mentioned increase in engine torque can be made to substantially match the increase in engine torque, and the two can almost certainly cancel each other out, thereby significantly reducing shift shock even in the case of double-shift shifting. It has a natural effect.

[Brief explanation of the drawing]

FIG. 1 is a schematic diagram showing one concept of the present invention, FIG. 2 is a schematic diagram showing another concept of the invention, FIG. 3 is a schematic diagram showing an embodiment of the invention, and FIG. The figure is a schematic configuration diagram showing one embodiment of a gear train of an automatic transmission to which the present invention is applied, FIG. 5 is a flowchart showing an example of processing of a program executed in one embodiment of the present invention, and FIG. A time chart of each control element obtained when controlling one embodiment of the present invention, FIG. 7 is a flowchart showing an example of processing of a program executed in another embodiment of the present invention, and FIG. 8 is a flow chart of the present invention. FIG. 9 is a time chart of each control element obtained when controlling another embodiment of the present invention, and FIG. 9 is a time chart of output shaft torque obtained with a conventional speed change control device. 10... automatic transmission, 12... main transmission, 14...
・Sub-shift! , 28...control unit +-134
...speed change control controller, 40...hydraulic pressure sensor (
upshift detection means), 42...torque control circuit (
engine torque control means), E...engine. Figure 2 Figure 3 Figure 42・Based engine torque wI control means) Figure 5

Claims (6)

[Claims] (1) In an automatic transmission equipped with a hydraulically actuated friction element built into a gear train and having a shift function of at least two or more gears, an upshift detection means for detecting the start of a shift due to an upshift; 1. A shift control device for an automatic transmission, comprising: engine torque control means for temporarily increasing engine torque immediately after starting. (2) A main transmission and a sub-transmission, each equipped with a hydraulically operated friction element built into a gear train and having a transmission function of at least two or more stages, are arranged in series, and the main transmission and the sub-transmission are synchronized and one upshifts,
In an automatic transmission that performs a double changeover in which the other side is downshifted, an upshift detection means detects the start of a shift on the upshift side during a double changeover, and the engine torque is temporarily reduced immediately after the start of the upshift. 1. A shift control device for an automatic transmission, comprising: a control means for controlling engine torque. (3) A claim characterized in that the engine torque control means includes torque preliminary control means for gradually reducing the torque before shifting, and torque return means for increasing the torque to the pre-shift torque value immediately after the start of shifting. 3. A speed change control device for an automatic transmission according to item 1 or 2. (4) The shift control device for an automatic transmission according to claim 1 or 2, wherein the upshift detection means is a means for detecting a change in hydraulic pressure of a friction element that is switched during an upshift. (5) The control amount T_E_m_a_x of the torque upper limit value immediately after a shift by the engine torque control means is the engine torque before the shift being T_E_O, and the low gear ratio before the shift being i_L_
o, if the high speed gear ratio after shifting is i_H_i, then T_
E_m_a_x=(i_L_o/I_H_i)・T_E
2. The speed change control device for an automatic transmission according to claim 1, wherein the control is performed according to _O. (6) The control amount T_E_m_a_x of the torque upper limit value immediately after a gear shift by the engine torque control means is the engine torque before gear shift T_E_O, and the gear ratio before gear shift of the transmission to be upshifted between the main gear shift and the auxiliary gear shift. i_L_o_
', and if the gear ratio of the upshifted transmission is i_H_i_', then T_E_m_a_x=(i_L_o_'/i_H_i_
3. The speed change control device for an automatic transmission according to claim 2, wherein the control is performed in accordance with T_E_O.