JPH0231072A - Speed change control device for automatic speed change gear - Google Patents

Abstract

PURPOSE:To perform corresponding speed change by a method wherein when, during the generation of a speed change command, a normal range is set, engaging characteristics are set and when a sporty range is set, an engaging torque volume by which rapid speed change is performed is set. CONSTITUTION:A controller 30 inputs the input and output rotation speed of a speed change mechanism 10 from rotation sensors 32 and 35 and a signal from a throttle sensor 41, and generates a speed change command according to a given speed change line. In this case, when a normal range D is set by a shift lever 45, a hydraulic control valve 20 sets engaging torque characteristics by means of which given speed change characteristics responding to the range are obtained. Meanwhile, when a sporty range S is set, an engaging torque volume by means of which speed change further rapid than that in the normal range is effected is set, and oil pressure is selectively fed to various friction elements of the speed change mechanism 10. This constitution enables execution of speed change shock-freed smooth speed change in the case of the normal range and meanwhile permits execution of rapid speed change in the case of the sporty range.

Description

DETAILED DESCRIPTION OF THE INVENTION A. Object of the Invention (Field of Industrial Application) The present invention relates to a shift control device for automatically shifting gears in an automatic transmission according to engine output and vehicle speed.

(Prior Art) An automatic transmission automatically changes gears according to a driving condition R (for example, a condition R determined by engine load, vehicle speed, etc.).
It is configured to obtain desired driving characteristics. For this reason, we have a shift map in which shift up lines and shift down lines are set for each shift based on the relationship between vehicle speed, throttle opening, intake negative pressure, etc. that represent engine output, and driving conditions are shown on this shift map. Normally, the gears are changed based on this information. An example of such speed change control is disclosed in Japanese Patent Application Laid-open No. 189354/1983, for example.

(Problem to be solved by the invention) This speed change map can be used on general roads, expressways, mountain roads, etc.
Although it is set to be able to correspond to various conditions, it has many setting elements and is complicated. Further, there is a problem in that requirements for driving characteristics differ depending on whether the driver desires leisurely driving or so-called sporty driving.

For this reason, in the past, the shift map was changed according to the operation of the shift lever, switch, etc., which is the shift range setting means, and a range with normal driving characteristics (normal range) and a range with sporty driving characteristics (normal range) were changed. Proposals include making it possible for the driver to select a sporty range (sporty range) at his/her will, or switching to power mode in response to changes in steering operation, throttle depression speed, torque converter speed ratio, etc. (For example, Special Publication No. 47-36284, Special Publication No. 48-
No. 209, JP-A-61-189354, etc.).

In the above case, the driving condition in which gears are changed is changed according to the range selected by operating the shift lever, etc. For example, when accelerating by depressing the accelerator pedal, the vehicle shifts as the speed increases. When shifting up, the shift line for the sporty range (upshift line) is set to the higher speed side than the shift line for the normal range, so that greater acceleration can be obtained in the sporty range, giving a powerful driving feel. I'm trying to be able to do that.

(Problems to be Solved by the Invention) In the conventional control as described above, only the time point at which the gear shift is performed is changed depending on the selected range, and the gear shift characteristics themselves during the gear shift are the same. However, when the sporty range is selected by operating a lever or the like, the driver generally requires not only powerful driving, but also quick and crisp gear shifting with no sense of time lag. Therefore, in conventional control methods,
There has been a problem in that it is not possible to satisfy such requirements regarding speed change characteristics.

In view of the above, the present invention provides a speed change device that can control the speed change characteristic at the time of speed change so as to correspond to the range set by a speed change range setting means such as a speed change lever or switch. The purpose is to provide a control device.

1. Structure of the Invention (Means for Solving the Problems) In order to achieve the above object, the transmission control device of the present invention includes a transmission range setting means that can selectively set a normal range and a sporty range, and an engagement of the transmission means. It is configured with a torque characteristic control means that can arbitrarily control the torque characteristic, and when a shift command is issued and a normal range is set, in order to obtain a predetermined shift characteristic according to this range. The engagement torque characteristic required for the transmission means is set by the torque characteristic control means, and when the sporty range is set, the engagement torque characteristic is set such that a faster and crisper gear shift can be obtained than in the normal range. This is set by a characteristic control means. Specifically, for example, in the case of a sporty range, an engagement torque capacity higher than that in a normal range may be set, or a torque characteristic may be set to start engagement at an earlier timing. .

(Example) Hereinafter, specific examples will be described using the drawings.

First, with reference to FIG. 1, the configuration of an automatic transmission in which gear change control is performed using a control device according to the present invention will be explained. In this speed change fiAT, engine output transmitted via a torque converter 2 to an output shaft 1 of the engine is transferred to a speed change mechanism 10 having a gear train forming a plurality of power transmission paths.
The speed is changed by and output to the output shaft 6. in particular,
The output of the torque converter 2 is output to an input shaft 3, and one of five gear trains arranged in parallel between this input shaft 3 and a counter shaft 4 arranged parallel thereto. The speed is changed by and transmitted to the counter shaft 4, and further,
The signal is output to the output shaft 6 via output gear trains 5a and 5b disposed between the counter shaft 4 and the output shaft 6.

The five gear trains arranged between the input shaft 3 and the counter shaft 4 are a single gear train 11a, llb, a double gear train 12a, 12b, and a triple gear train 13a, 13b.
Quadruple gear trains 14a, 14b and reverse gear train 15
a, 15b, and 15c, and each gear train is provided with hydraulically operated clutches 11c, 12c, 13c, 14c, and 15d for transmitting power through that gear train. Note that a one-way clutch lid is disposed in the first gear llb. Therefore, by selectively operating these hydraulically operated clutches, it is possible to select power transmission by any one of the five gear trains to perform a speed change.

The operation control of the five sets of hydraulically operated clutches llc to 15d is carried out from a hydraulic control valve 20 to a hydraulic line 21.
This is done by hydraulic pressure supplied and discharged via a to 21e.

The hydraulic control valve 20 is operated by operating a manual valve 25 connected via a wire 45a to a shift lever 45 operated by the driver, operating two solenoid valves 22 and 23, and operating a linear solenoid valve 56. Ru.

The solenoid valves 22.23 are connected to the signal lines 31a, 3
The linear solenoid valve 56 is turned on and off by an operation signal sent from the controller 30 via 1b.
is activated by a signal sent from the controller 30 via the signal line 31c. A rotation signal from a first rotation sensor 35 that detects the input side rotation speed of the hydraulically operated clutch based on the rotation of the reverse gear 15c is sent to this controller 30 via a signal line 35a, and the rotation signal of the output gear 5b is sent to the controller 30. A rotation signal from the second rotation sensor 32 that detects the output side rotation speed of the hydraulically operated clutch based on the engine throttle 41 is sent via the signal line 32a.
A throttle opening signal from a throttle opening sensor 33 that detects the opening of the throttle opening is sent via a signal line 33a.
Shift control in the transmission configured as described above will be explained.

The speed change control is performed according to a shift range set by the manual valve 25 in the hydraulic control valve 20 in response to the operation of the shift lever 45. These shift ranges include, for example, P, R, N, D, S, and 2 ranges, and in the P and N ranges, all hydraulically operated clutches 110 to 15d are disengaged and the transmission is in a neutral state. Yes, in the R range, the reverse hydraulically operated clutch 15d is engaged and the reverse gear is set, and in the D and S ranges, a shift is performed based on the shift map,
In the 2nd range, the 2nd speed clutch 12c is engaged and fixed at the 2nd speed.

In this example, the shift lever 45 is a gear range setting means, with the D range corresponding to the normal range and the S range corresponding to the sporty range. Therefore, by operating the shift lever 45 by the driver, the D range, which sets normal driving characteristics, or the S range, which sets sporty driving characteristics, can be selected. Note that the speed change range setting means is not limited to such a shift lever, but may be, for example, a button switch provided on the instrument panel.

When the D range or the S range is selected, the shift control is performed based on the shift map, and as shown in Fig. 2, this shift map shows the throttle opening θ↑H on the vertical axis. As shown in the graph with vehicle speed V on the horizontal axis, there is a shift-up line and a shift-down line La, and the driving condition determined by the engine throttle opening and vehicle speed is such that the shift-up line Lu is on the right side. When the shift-down line LD is crossed toward the left region, a shift-up is performed, and after the shift-up, when the shift-down line LD is crossed toward the left-hand region, a down-shift is performed.

In this example, the shift performed in this manner is classified into five shift modes as described below. Note that each number corresponds to the number in the figure.

■SYU mode: A mode in which an upshift is performed while the power is off (for example, a shift up by releasing the accelerator while driving) ■SYD mode: A mode in which a downshift is performed while the power is on (for example, a kickdown) ■ IPU mode: A mode in which an upshift is performed with the power on (e.g., an upshift during acceleration) ■IPD mode: A mode in which a downshift is performed by manual lever operation, etc. with the power off (e.g., when the shift lever is (downshift that occurs when switching from D range to S range) ■EPD mode: A mode in which the vehicle speed decreases and downshift is performed in the power-off state (for example, when driving, the accelerator pedal is released and the vehicle coasts and the vehicle speed decreases) Note that IPD mode and EPD mode are the same as far as the accelerator state and shift type are concerned, but in IPD mode, the driver operates the shift lever expecting a downshift. The EPD mode is a case where automatic downshifts are performed in response to changes in driving conditions. Therefore, it can be said that in IPD mode, the tolerance level of shift shock is relatively large, but in EPD mode, this tolerance level is small.

Although FIG. 2 only shows one shift-up line and one shift-down line, in reality,
A plurality of gears are set corresponding to the number of gears. Furthermore, different shift lines (upshift lines or downshift lines) are set for the D range and the S range even when shifting to the same speed stage. In this case, the S range is better than the D range.
Each shift line is set to be on the higher speed side than the range.

In the gear shift map shown in FIG.
An activation signal is output to the solenoid valves 22 and 23 via 1b, and the hydraulic control valve 20 is activated in response to the activation signal.
is operated, hydraulic pressure is supplied and discharged to each of the hydraulically operated clutches llc to 15d, and an upshift or downshift is performed.

This hydraulic control valve 20 will be explained with reference to FIG. 3.

In this control valve 20, hydraulic oil from the oil sump 7 supplied from the pump 8 is guided to the regulator valve 50 via the line 101.
0 to adjust the line pressure to a predetermined level. This line pressure is led to the manual valve 25 via the line 110, and as the manual valve 25 operates and the various valves in the control valve 20 operate, the line pressure increases to the hydraulically operated clutches llc, 12c, 13c, L
It is selectively supplied to clutches 4c and 15d depending on the driving conditions, and the operation of each clutch is controlled.

Here, first, various valves within the control valve 20 will be explained. (The valve 52 is disposed downstream of the regulator valve 50 and is connected to the line 102.)
This prevents the oil pressure of lubricating oil sent to the lubrication section of the transmission from exceeding a predetermined pressure. The modulator valve 54 reduces the line pressure sent through the line 103 to create a predetermined modulator pressure, and supplies the hydraulic fluid at this modulator pressure to the lock-up valve of the torque converter 2 through the line 104. a lock-up clutch control circuit (not shown) for engine control;
It is sent via line 105 to the first and second solenoid valves 22,23 for controlling shift valve operation.

The manual valve 25 is operated in conjunction with a shift lever 45 operated by the driver.

It is located at one of six positions R, N, D, S, and 2, and selectively supplies line pressure from line 110 to lines 25a to 25g according to each position.

1-2 shift valve 60.2-3 shift valve 62.3
-4 shift valve 64 is similar to manual valve 25,
When in either position S or 2, the operation is controlled by the action of modulated pressure supplied via lines 106a to 106f in response to ON-OFF operation of the first and second solenoid valves 22.23. , clutches llc, 12c, 13c, 14c for 1st to 4th speeds
This is a valve that controls the supply and discharge of line pressure to and from.

Lines 106a and 106b are the first solenoid valve 22
and the line 10 through the orifice 22a.
Therefore, when the first solenoid valve 22 is de-energized, the boat to the drain side is closed and hydraulic oil with modulated pressure is supplied from the line 105 to the lines 106a and 106b. When the energization is on, the boat to the drain side is opened and the pressure in the lines 106°a and 106b becomes almost zero. Also,
Lines 106C to 106f are connected to the second solenoid valve 2.
3 and connects to line 1 through orifice 23a.
05, and when the second solenoid valve 23 is de-energized, the boat to the drain side is closed and hydraulic oil with modulated pressure is supplied from the line 105 to the lines 106C to 106f. When the power is on, the boat to the drain side is opened and line 10
The pressure from 6c to 106f becomes almost zero.

Here, the line 106a is connected to the right end of the 1-2 shift valve 60, and the line 106b is connected to the 2-3 shift valve 60.
The line 106C is connected to the left end of the 1-2 shift valve 60, the line 106e is connected to the right end of the 3-4 shift valve 64, and the line 106f is connected to the left end of the 2-3 shift valve 62. In addition, line 106e
, 106f is manual valve 25 and line 106
It is connected to the second solenoid valve 23 via d. Therefore, if the supply and discharge of the modulated pressure from the line 105 to each line 106a to 106f is controlled by controlling the energization on/off of the first and second solenoid valves 22 and 23, 1-2.2 -3°3-4 shift valve 60, 62.
64, thereby controlling the line pressure supplied from the line 110 via the manual valve 25 to each hydraulically operated clutch llc, 12c, 13c,
14c can be selectively supplied to perform a desired speed change.

This control valve 20 has first to fourth orifice control valves 70, 72, 74, and 76, and these orifice control valves control the release of the hydraulic pressure in the hydraulic chamber of the front clutch during gear shifting, and the hydraulic pressure of the rear clutch. This is done at the same time as the oil pressure in the room increases. The first orifice control valve 70 controls the hydraulic release timing of the third gear clutch when shifting from third gear to second gear, and the second orifice control valve 72 controls the timing of hydraulic release of the third gear clutch when shifting from second gear to third gear or from second gear to fourth gear. The hydraulic release timing of the 2nd speed clutch is controlled,
The third orifice control valve 74 controls the hydraulic release timing of the 4th gear clutch when shifting from 4th to 3rd gear or from 4th to 2nd gear, and the fourth orifice control valve 76 controls the timing of hydraulic release of the 4th gear when shifting from 3rd to 4th gear. The hydraulic release timing of the third speed clutch is controlled.

Furthermore, each hydraulically operated clutch llc, 12c13C, 1
Accumulators 81, 82, 83, 84 having pressure receiving chambers communicating with the hydraulic chamber 4c are provided, and the pressure receiving chambers of each of these accumulators and piston members 81a, 82a,
A line 12 is connected to the back pressure chambers facing each other via 83a and 84a.
1, 122, 123, 124 are connected, and these lines 121, 122, 123, 124 are connected to the line 120.
a, 120b and 120 to the linear solenoid valve 56.

The linear solenoid valve 56 is
By controlling the current supplied to the linear solenoid 56a, its operating force can be controlled, and the magnitude of the hydraulic pressure (control pressure Pro) supplied to the line 120 can be controlled. Therefore, by controlling the current supplied to the linear solenoid 56a, the oil pressure in the back pressure chamber of each of the accumulators 81 to 84 can be controlled;
This allows the hydraulic pressure in the hydraulic chamber of the engagement clutch to be freely controlled.

The clutch pressure control valve 78 is disposed on a line from the manual valve 25 to the 1-2 shift valve 60, and is connected to the linear solenoid valve 5.
This valve operates in response to the control pressure PTN regulated by 6.

Therefore, the line pressure supplied to each hydraulically operated clutch lie, 12c, 13c, 14c via each shift valve 60, 62, 64 is controlled by the clutch pressure control valve 78 according to the control pressure PTH. Note that the control pressure PTH is controlled to be a pressure corresponding to the engine output except during gear shifting, and therefore the line pressure for each clutch operation is set to a pressure that is sufficient to obtain the required torque capacity corresponding to the engine output. The pressure can be as low as possible.

In the hydraulic control valve 20 configured as described above, each of the above-mentioned valves is appropriately operated by operating the manual valve 25 by operating the shift lever 45 and by turning on/off the solenoid valve 22.23, thereby controlling each hydraulically operated clutch 11c. , 12c, 13c, and 14c are selectively controlled to supply line pressure, and automatic gear shifting is performed.

A method of setting the engagement torque capacity of each clutch in this automatic shifting will be described below.

Figure 4 shows the main flow of setting the engagement torque capacity.
In this setting, first, the gear change command is changed from 4th gear to 4th gear in a short time.
Confirm the interrupt processing when shifting from 3rd gear to 2nd gear (step 51).Next, it is determined which of the five shift modes shown in Fig. 2 is the type of shift. (Step S2), and the engagement capacity control timing, engine output restart execution timing, etc. are set for each of these modes (Step S3).

After that, the engagement torque capacity CTQ of each clutch is calculated (step S4), and this is made to correspond to each shift mode, and the clutch engagement torque capacity during gear shifting is calculated based on the above timing process (step S3). Make settings.

Next, it is determined whether the shift range selected by the shift lever 45 is the D range (step S5).
), if this is the D range, the set clutch engaging torque capacity CTQ is maintained as it is, and if it is not the D range but the s range, the set clutch engaging torque capacity CTQ is maintained in step S6. A value obtained by multiplying by a predetermined coefficient k (>1.0) is set as the clutch engagement torque capacity CTQ.

In order to obtain this engagement torque capacity for each clutch, the control pressure PTH is controlled by the linear solenoid valve 56 to control the back pressure of each accumulator.
Since the piston of each accumulator is preloaded by a spring, the correction for this preload (Ao
p, correction) is performed (step S7). In addition, this A□p
In the n correction, the centrifugal oil pressure generated in the clutch oil pressure chamber due to the rotation of the clutch is also corrected.

In this way, the desired engagement torque capacity can be set and the control pressure PTFI required to obtain this torque capacity can be set.
When the calculation is performed, the required current Is is retrieved from the characteristic map of the control pressure pin with respect to the current flowing through the linear solenoid (step S8), and this current Is is output under feedback control (step S9).

Next, clutch engagement torque capacity CT in this flow
The calculation of Q (step S4) will be explained with reference to the flowchart in FIG.

In this calculation, first, the engine output is set in advance based on the relationship between the engine speed N and the intake negative pressure PB, and then the engine speed and intake negative pressure at that time (when changing gears) are matched. The engine output torque ETQ is read (step S41). Next, during gear shifting, engine output retardation is performed for the purpose of smooth shifting, so the engine output is corrected for this retard (step S41). Furthermore, since the engine output is transmitted to the transmission via the torque converter, the torque amplification by the torque converter is also corrected (step 543).

When the engine torque ETQ transmitted to the transmission input shaft is calculated by the above correction, it is determined in step S44 that the current gear shift is in the inertia torque required mode (specifically, IPU and IPD modes). It is determined whether or not the inertia torque I
TQ is calculated.

Inertia torque ITQ is calculated by determining the rate of change in engine speed from the relationship between the amount of change in engine speed caused by this shift and the desired shift time required for this shift.
This refers to the torque capacity required to rotate the input side inertia of the clutch that is engaged during gear shifting in accordance with the above-mentioned rotational change rate. Therefore, this torque ITQ is calculated based on the engine rotational speed at the time of the shift, desired shift characteristics, input side inertia, etc.

In the case of the inertia torque required mode, the inertia torque ITQ calculated in step 545 (step 545) is added to the engine torque ETQ to obtain the transmission input shaft torque.

In this way, when the transmission input shaft torque is determined corresponding to each shift mode, in step S46, time and oil temperature correction (DTQ correction) at the time of oil pressure rise is performed. Even when hydraulic pressure is supplied to the clutch, there is a time delay until the oil reaches the clutch hydraulic chamber and the clutch starts engaging, so at the beginning of gear shifting, the supplied hydraulic pressure is set high to reduce the hydraulic pressure supply speed to the clutch. This is a correction to shorten the above time delay,
It is set for a predetermined time from the start of gear shifting.

However, since this time delay varies depending on the difference in oil viscosity due to the difference in oil temperature and the influence of centrifugal force due to clutch rotation, the amount of correction varies based on the oil temperature and the input/output rotation speed ratio of the clutch.

Since it is the transmission input shaft torque that is calculated in this way, this is converted into the torque shared by the clutch used for shifting (step 547), and the friction coefficient μ of the clutch plate in this clutch is added. The latch piston pushing force required to obtain this shared torque is calculated from the relationship between and the circumferential speed (step 548).

When the required piston pushing force is calculated in this way, the required clutch oil pressure can be calculated, and the control pressure PT as the accumulator back pressure to generate this oil pressure can be calculated.
Set H. Note that the required clutch pressure is offset from this control pressure PTH by the preload of the accumulator spring, and furthermore, since the clutch is rotating, hydraulic pressure is generated in the clutch hydraulic chamber due to centrifugal force. The correction for the offset amount and the correction for the centrifugal oil pressure amount are performed in step A shown in step S5 in FIG.

This is done in Pn correction.

The case where the engagement torque capacity CTQ is set as described above and the gear is changed will be specifically explained using the engineering PU and IPD modes as examples.

First, in the case of IPU mode, as shown in FIG. 6A, at time t1, the shift-up line LU is crossed to shift to the current gear S. When a shift command is issued to target gear position S1, the shift solenoid output is changed to target gear position S1 at time t2 after waiting for the judgment timer T1 to elapse.

In the case of IPU mode, when the engagement of the current gear clutch (previous gear clutch) is released, the engine rotation changes in the direction in which the input/output rotation of the target gear gear clutch (rear gear clutch) moves away from the synchronization point. Therefore, it is necessary for the rear-stage clutch to start engaging immediately in order to bring the engine rotation closer to the synchronization point.

Therefore, from this point on, the energizing current Is of the linear solenoid is set to a value (CTQ) corresponding to the combined torque of the engine torque ETQ and the inertia torque ITQ.

However, even if the shift solenoid is switched, it takes time for the supplied hydraulic pressure to be sent to the rear clutch, and there is a time delay until this clutch starts engaging, so the input/output rotation speed ratio e CLa of the rear clutch changes from time t2. That is, when the rear-stage clutch starts to engage (t3
), a current value corresponding to a torque DTQ larger than the torque (ETQ+ITQ) is set, and the time delay is shortened. Thereafter, at time t7 when the rotational speed ratio eCLa becomes approximately 1.0, the current value is returned to its maximum value.

However, in this case, the above torque (ETQ+rTQ
) is higher when the S range is set by operating the shift lever 45 than when the D range is set, as shown in the flowchart of Fig. 4. . Therefore, in the case of the D range, the current value Is as shown by the solid line in FIG. 6A is set,
In the case of the S range, as shown by the broken line, a higher current value Is is set than in the case of the D range.

The difference between this current value I5, that is, the engagement torque capacity cTQ
Depending on the difference between (=ETQ + ITQ), the engagement completion point of the rear-stage clutch is time t7 in the case of the D range and time t7' in the case of the S range, which is earlier in the S range.

Therefore, when the S range is selected, gear shifts are performed quickly and crisply.

In addition, in this control, when a slip of more than a predetermined amount occurs in the engaged clutch, the engine output is started (RK) by a certain amount, and the input/output rotation speed ratio e CLO of the front stage clutch is The retard RK is started from time t4 when the predetermined value e becomes equal to or higher than CR8, and furthermore, the input/output rotation speed ratio e of the clutch for the second stage of gear change. Judgment value e from time t5 when CRLI9 is exceeded. RLI
A retard RU larger than the above-mentioned retard RK is set until the point when the retard E is exceeded, so that engagement of the hydraulically operated clutch is completed smoothly.

On the other hand, in the case of IPD mode, as shown in FIG. 6B, the downshift II L occurs at time t1.

When a shift command from the current gear position So to the target gear position S1 is issued, the shift solenoid output is immediately changed to the target gear position S. Even in the case of IPD mode, when the engagement of the current gear clutch (previous gear clutch) is released, the engine rotation changes in the direction in which the input/output rotation of the target gear gear clutch (rear gear clutch) moves away from the synchronization point. Therefore, it is necessary to start engaging the rear-stage clutch immediately.

Therefore, the energizing current I3 of the linear solenoid is at this point t! From engine torque ETQ and inertia torque IT
It is set to a value - corresponding to the combined torque of Q. However, even in this case, in order to reduce the time delay from switching the shift solenoid to the start of engagement of the rear-stage clutch, the input/output rotation speed ratio e of the rear-stage clutch is changed during time t1.
Until t2 when CLa starts to change, the above torque (
A current value corresponding to a torque DTQ larger than (ETQ+ITQ) is set. After this, the rotation speed ratio ec is approximately 1.
At time t6 when the current value becomes 0, the current value Is is returned to the maximum value.

In this case as well, the above torque (ETQ + ITQ)
The torque capacity CTQ corresponding to is higher when the S range is set than when the D range is set, and in the case of the D range, the current as shown by the solid line in Figure 6B The value ■3 is set, and in the case of the S range, as shown by the broken line, a higher current value Is is set than in the case of the D range. Therefore, the engagement completion point of the rear-stage clutch is time t6 in the case of the D range and time t6' in the case of the S range, which is earlier in the S range.

Therefore, even in this case, the gear shift is performed quickly and crisply when the S range is selected.

Also, in this control, when a slip of more than a predetermined amount occurs in the engaged clutch, the engine output is started (RK) by a certain amount, and the input/output rotation speed ratio e CLO of the front stage clutch is The retard RK is started from the time t3 when the predetermined value e CRL becomes lower than the predetermined value e CRL, and furthermore, the input/output rotation speed ratio e of the clutch for the second stage of shifting. From the time t5 when L becomes lower than the judgment value e CRD5, the judgment value e CR
A retard RD larger than the retard RK is set until the time when the retard RD falls below the DE.

In the above example, the engagement torque capacity in the sporty range (S range) is higher than that in the normal range (D range) to achieve quick and crisp shifting. Instead of setting
The setting timing of the torque capacity (for example, DTQ, ETQ+ITQ, etc.) at the time of shifting shown in the above example may be set earlier in the case of the sporty range to perform quick and crisp shifting.

In this example, an example is shown in which the clutch pressure that determines the clutch engagement torque capacity is controlled using the control pressure PT+ (which acts as back pressure of the accumulator), but the present invention is not limited to this, and for example, The clutch pressure may be directly controlled by a linear solenoid valve, and in this case, the offset correction of the accumulator spring in the AOPn correction shown in Fig. 4 is not necessary. Instead of using a solenoid valve, it may be generated using a solenoid valve whose duty ratio is controlled.

C1 As described in detail of the invention, according to the present invention, when a shift command is issued and a normal range is set, the shift means When the sporty range is set, the engagement torque capacity is set so that the gears can be shifted more quickly than the normal range. In the case of the normal range, it is possible to realize smooth shifting characteristics without any shift shock, and in the case of the sporty range, it is possible to realize crisp shifting characteristics without a feeling of time lag.

[Brief explanation of the drawing]

FIG. 1 is a schematic diagram showing an automatic transmission in which the speed change is controlled by the speed change control device according to the present invention, FIG. 2 is a graph showing a speed change map used for determining the speed change of the transmission, and FIG. 3 is a graph showing the speed change A hydraulic circuit diagram for control, FIGS. 4 and 5 are flowcharts showing a method for setting the engagement torque capacity and working oil pressure according to the present invention, and FIGS. 6A and 6B are contents of shift control corresponding to the shift mode. This is a graph showing. 2...Torque converter 10...Transmission mechanism 20.
... Hydraulic control valve 22.23 ... Shift solenoid valve 25 ... Manual valve 32.35 ... Rotation sensor 56 ... Linear solenoid valve

Claims (1)

[Scope of Claims] 1) A power transmission means configuring a plurality of power transmission paths, and a plurality of speed change means for selecting the power transmission path by the power transmission means, and the speed change means according to a speed change command. In an automatic transmission that selectively engages and operates the power transmission path to change gears, a normal range for setting normal driving characteristics and a sporty range for setting sporty driving characteristics are selected. It has a shift range setting means that can be set, and a torque characteristic control means that can arbitrarily control the engagement torque characteristic of the transmission means, and when the shift command is issued, the shift range setting means sets the normal range. When a range is set, the torque characteristic control means sets an engagement torque characteristic required of the transmission means to obtain a predetermined transmission characteristic, and the sporty range is set by the transmission range setting means. When the transmission is in the normal range, the torque characteristic control means sets an engagement torque characteristic that performs a faster gear change than the engagement torque characteristic set in the normal range. Control device.