Automatic transmission control apparatus

Abstract: An automatic transmission control apparatus with which no state of slipping engagement of the first clutch is created in a neutral control state and as a result the vehicle is not subjected to idling vibration and the fuel consumption reducing effect of the neutral control state is not diminished and there is no heating and consequent reduction of the durability of the frictional material of the clutch. There are provided a fluid power transmission device 121, a clutch C which is engaged when a forward range is selected, a hydraulic servo 91, an input side speed sensor 491 for detecting the input side speed of the fluid power transmission device 121, an output side speed sensor 471 for detecting the output side speed of the fluid power transmission device 121, and a control apparatus 94. The control apparatus 94 has differential speed calculating means 941, differential speed change judging means 942, pressure increasing means 944 for increasing the hydraulic pressure of the hydraulic servo 91 by a set pressure when the differential speed has not changed, and pressure reducing means 945 for reducing the hydraulic pressure of the hydraulic servo 91 by a set pressure when the differential speed has changed.

Description: This invention relates to an automatic transmission control apparatus. Conventionally, an automatic transmission has a torque convertor as a fluid power transmission device for receiving rotation generated by the engine and a gearbox for gearing rotation transmitted to it from the torque convertor; the gearbox has planetary gear units each made up of a plurality of gear elements, and gear-changing is effected based on the vehicle speed and the throttle angle and the like in accordance with a preset gear-changing pattern. In an automatic transmission, ranges such as a P (parking) range, an R (reverse) range, an N (neutral) range, a D (drive) range, an S (second) range and an L (low) range can be selected. For example when the D range is changed to from the N range by means of a shift lever, the rotation of the idling engine is transmitted through the torque convertor to the gearbox and a creep phenomenon occurs wherein the vehicle creeps forward even if the accelerator pedal is not being depressed. This creep phenomenon is prevented by a neutral state being created by a forward clutch, or first clutch, which is engaged when the gearbox is in a forward gear, being allowed to slip when a range for moving the vehicle forward (hereinafter referred to as a forward range) such as the D range, the S range or the L range is selected, the accelerator pedal is released, the brake pedal is depressed, and it is detected that the vehicle speed is substantially '0'. During engine idling during D range travel, the oil pressure supplied to the hydraulic servo of the first clutch is feedback-controlled and a state of slipping engagement is so created that the input-output speed differential of the torque convertor takes a predetermined value necessary to prevent the creep phenomenon from occurring (cf. USP No. 4775938). In this kind of artificial neutral state (hereinafter called 'the neutral control state'), for example when the accelerator pedal is depressed and the first clutch is reengaged, engagement delay due to loss stroke of the first clutch piston, engine racing and engagement shock can be prevented. However, in the automatic transmission control apparatuses referred to above, because the neutral control state is created by the first clutch being brought into a state of slipping engagement, some of the input torque from the engine is transmitted to the gearbox and subjects the vehicle to idling vibration and diminishes the fuel consumption reducing effect of the artificial neutral state. Also, because the first clutch slips as it transmits torque to the output side, the frictional material of the first clutch is heated and the durability of the frictional material is consequently impaired. US-A- 5 272 630 discloses an automatic transmission control and strategy for neutral idle, wherein provision is made for disengaging the foward-drive clutch when the vehicle is stopped and the engine is idling. The engaging of the clutch operated by a hydraulic servo is controlled by an electronic microprocessor as part of a PID closed control loop. This closed control loop uses the difference between engine speed and turbine speed as the control parameter. An object of this invention is to solve the problems described above associated with conventional automatic transmission control apparatuses and provide an automatic transmission control apparatus with which the vehicle is not subjected to idling vibration, the fuel consumption reducing effect of the artificial neutral state is not diminished, the frictional material is not heated and the durability of the frictional material is not impaired. This object is achieved with the features of the claim 1. Here, the engagement state of the clutch is detected as whether or not the differential speed between the input side speed and the output side speed has changed, and when there is no change in the differential speed, i.e. when the clutch has been released, the oil pressure of the hydraulic servo is increased and the hydraulic servo is thereby driven in the direction in which it moves to engage the clutch. When there is a change in the differential speed, i.e. when slipping engagement of the clutch starts, the oil pressure of the hydraulic servo is reduced and the clutch is released. By this kind of operation being repeated, the clutch hydraulic servo can keep the clutch in a state wherein there is almost no loss stroke and slipping engagement is about to start. As a result, the occurrence of engagement delay due to loss stroke of the clutch piston, engine racing and engagement shock when in the neutral control state the accelerator pedal is depressed and the clutch is reengaged can be prevented. Also, because no state of slipping engagement is created in the neutral control state, the vehicle is not subjected to idling vibration an the fuel consumption reduction effect of the neutral control state is not diminished. Furthermore, there is no heating of the frictional material of the clutch and consequent reduction of the durability of the frictional material. Normally, when the oil pressure supplied to the hydraulic servo is changed there is a time lag between the oil pressure ordered by the oil pressure control device and the actual oil pressure; however, because in the control device described above the amount of change in the differential speed is judged at intervals of a predetermined time, the oil pressure is not incorrectly further changed during the time lag. When the engine idling speed changes, the input side speed also changes, but the output side speed correspondingly changes also. As a result, when the amount of change in the differential speed is detected, when there has been a change in the idling speed it is not incorrectly detected that the clutch is engaged. In another automatic transmission control apparatus according to the invention, the differential speed change judging means judges that the differential speed has changed when the amount of change in the differential speed is greater than a set value. In this case, incorrect judgment of whether or not the differential speed has changed can be prevented. According to another automatic transmission control apparatus according to the invention, the differential speed judging means judges whether or not the differential speed is decreasing, and when the differential speed is decreasing the oil pressure of the hydraulic servo is held at its value as of that time. In this case, the clutch piston is prevented from suddenly retracting and the introduction of an excessive loss stroke is prevented. In another automatic transmission control apparatus according to the invention, the differential speed change judging means judges during the intervals of the set time whether or not the differential speed is increasing, and when the differential speed is increasing the oil pressure of the hydraulic servo is reduced by a set pressure. In this case, the clutch can be prevented from coming into slipping engagement and idling vibration can be prevented without waiting for the set time to elapse. In another automatic transmission control apparatus according to the invention, the control device comprises initial pressure reduction means for gradually reducing the oil pressure of the hydraulic servo when a forward range is selected and the vehicle is at a standstill and the engine is idling and release judging means for judging whether or not the clutch has been released as far as a set state by the pressure reduction effected by the initial pressure reduction means, and the differential speed change judging means judges whether or not the differential speed has changed when the clutch has been released as far as a set state. In this case, when the pressure reduction effected by the initial pressure reduction means is stopped, the clutch can be brought with certainty to the state in which slipping engagement is about to start. In another automatic transmission control apparatus according to the invention, the automatic transmission control apparatus creates a neutral control state when a forward travel range is selected and the vehicle is at a standstill and the engine is idling, and comprises: a fluid power transmission device which transmits the rotation of the engine to a gearbox; a clutch which is engaged when a forward travel range is selected; a hydraulic servo for engaging the clutch actuated by a supply of oil pressure; an input side speed sensor for detecting the input side speed of the fluid power transmission device; an output side speed sensor for detecting the output side speed of the fluid power transmission device; and a control device for controlling the oil pressure of the hydraulic servo. The control device comprises: initial pressure reduction means for reducing the oil pressure of the hydraulic servo when a forward range is selected and the vehicle is at a standstill and the engine is idling; release judging means for judging whether or not the clutch has been released as far as a set state by the pressure reduction effected by the initial pressure reduction means; differential speed calculating means for calculating the differential speed between the input side speed and the output side speed of the fluid power transmission device based on signals from the input side speed sensor and the output side speed sensor; initial pressure reduction stopping means for stopping the pressure reduction effected by the initial pressure reduction means when the clutch has been released as far as a set state; setting means for setting the differential speed as of when the pressure reduction is stopped as a reference differential speed; differential speed change judging means for after the pressure reduction effected by the initial pressure reduction means is stopped judging at intervals of a set time whether or not the difference between the differential speed calculated by the differential speed calculating means at that time and the reference differential speed is greater than a set value; pressure increasing means for increasing the oil pressure of the hydraulic servo by a set pressure when said difference is below a set value; and pressure reducing means for reducing the oil pressure of the hydraulic servo by a set pressure when said difference is greater than a set value. The differential speed change judging means renews the reference differential speed for calculating said difference when the pressure increasing means or the pressure reducing means operates. In this case, the oil pressure of the hydraulic servo can be changed with certainty even if the differential speed changes a little at a time and the clutch is shifting to the engaged state. Also, when the pressure reduction effected by the initial pressure reduction means is stopped, the clutch can be brought with certainty to the state wherein slipping engagement is about to start. In another automatic transmission control apparatus according to the invention, the control device further comprises delaying means for from when the release judging means judges the clutch to have been released until a set time elapses holding the oil pressure of the hydraulic servo at its value as of when the release judging means judged the clutch to have been released and delaying the start of the judgment of the differential speed change judging means. In this case, the oil pressure of the hydraulic servo being adjusted when the clutch is in an unstable state immediately after being released can be prevented. Fig. 1 is a functional diagram of an automatic transmission equipped with an automatic transmission control apparatus according to a preferred embodiment of the invention; Fig. 2 is a schematic view of the automatic transmission; Fig. 3 is a table showing the operation of the automatic transmission; Fig. 4 is a first diagram of the hydraulic circuit of the automatic transmission; Fig. 5 is a second diagram of the hydraulic circuit of the automatic transmission; Fig. 6 is a main flow chart showing the operation of the automatic transmission control apparatus; Fig. 7 is a flow chart of a vehicle speed zero inference process; Fig. 8 is a flow chart of a first clutch release control process; Fig. 9 is a flow chart of a neutral state control process; Fig. 10 is a time chart of a 2nd gear gear-change; Fig. 11 is a graph showing a relationship between engine speed and throttle pressure; Fig. 12 is a graph showing the state of a first clutch in a neutral control state of the preferred embodiment; Fig. 13 is a time chart of engine speed, clutch input side speed and C-1 oil pressure in the neutral control state of the preferred embodiment; Fig. 14 is a graph showing a relationship between throttle angle and set value; Fig. 15 is a flow chart of a first clutch engagement control processing subroutine; and Fig. 16 is a time chart of the automatic transmission control apparatus. A preferred embodiment of the invention will now be described in detail with reference to the accompanying drawings. Fig. 1 is a functional diagram of an automatic transmission equipped with an automatic transmission control apparatus according to a preferred embodiment of the invention. As shown in Fig. 1, this automatic transmission has a fluid power transmission device 121 which transmits the rotation of an engine 10 to a gearbox 16, a clutch C which is engaged when a forward range is selected, a hydraulic servo 91 for engaging the clutch C, an input side speed sensor 491 for detecting the input side speed of the fluid power transmission device 121, an output side speed sensor 471 for detecting the output side speed of the fluid power transmission device 121, and a control apparatus 94 for controlling the oil pressure of the hydraulic servo 91. The control apparatus 94 has differential speed calculating means 941 for calculating the differential speed between the input side speed and the output side speed of the fluid power transmission device 121 based on signals from the input side speed sensor 491 and the output side speed sensor 471, differential speed change judging means 942 for at intervals of a set time judging whether or not the differential speed calculated by the differential speed calculating means 941 has changed, pressure increasing means 944 for increasing the hydraulic pressure of the hydraulic servo 91 by a set pressure when the differential speed has not changed, and pressure reducing means 945 for reducing the hydraulic pressure of the hydraulic servo 91 by a set pressure when the differential speed has changed. Fig. 2 is a schematic view of the automatic transmission of this preferred embodiment, and Fig. 3 is a table showing the operation of the automatic transmission of this preferred embodiment. Referring to Fig. 2, the rotation produced by the engine 10 is transmitted via an output shaft 11 to a torque convertor 12 constituting the fluid power transmission device 121 (Fig. 1). The torque convertor 12 transmits the rotation of the engine 10 through a fluid to an input shaft 14, but when the vehicle speed v exceeds a set value a lockup clutch L/C can be engaged and the rotation of the engine 10 thereby transmitted directly to the input shaft 14. A gearbox 16 having four forward gears and one reverse gear is connected to the input shaft 14. The gearbox 16 comprises a main gearbox 18 having three forward gears and one reverse gear and an underdrive auxiliary gearbox 19. The rotation of the main gearbox 18 is transmitted via a counterdrive gear 21 and a counterdriven gear 22 to the auxiliary gearbox 19, and the rotation of the output shaft 23 of the auxiliary gearbox 19 is transmitted via an output gear 24 and a ring gear 25 to a differential 26. In the differential 26, the rotation transmitted thereto via the output gear 24 is differentialled and the differentialled rotation is transmitted to driving wheels not shown in the drawings via left and right drive shafts 27 and 28. The main gearbox 18 has a first planetary gear unit 31 and a second planetary gear unit 32 and also has first and second clutches C1 and C2, first, second and third brakes B1, B2 and B3, and first and second one-way clutches F1 and F2 for effecting selective transmission of torque between elements of the two planetary gear units 31 and 32. The first clutch C1 corresponds to the clutch C in Fig. 1. The first planetary gear unit 31 is made up of a ring gear R 1 connected to a drive device case 34 via the third brake B3 and the second one-way clutch F2, which are disposed in parallel with each other, a sun gear S 1 formed on a sun gear shaft 36 fitted on the input shaft 14 rotatably with respect thereto, a carrier CR 1 connected to the counterdrive gear 21, and pinions P 1A , P 1B meshing with the ring gear R 1 and the sun gear S 1 and rotatably mounted on the carrier CR 1 . The sun gear shaft 36 is connected via the second clutch C2 to the input shaft 14. The sun gear shaft 36 is also connected to the drive device case 34 both via the first brake B1 and via the first one-way clutch F1 and the second brake B2, which are disposed in series with each other. The second planetary gear unit 32 is made up of a ring gear R 2 connected via the first clutch C1 to the input shaft 14, a sun gear S 2 formed on the sun gear shaft 36 integrally with the sun gear S 1 , a carrier CR 2 connected to the carrier CR 1 , and a pinion P 2 formed integrally with the pinion P 1B and rotatably mounted on the carrier CR 2 and meshing with the ring gear R 2 and the sun gear S 2 . The counterdrive gear 21 meshes with the counterdriven gear 22 in the auxiliary gearbox 19 and transmits the rotation geared in the main gearbox 18 to the auxiliary gearbox 19. The auxiliary gearbox 19 has a third planetary gear unit 38 and also has a third clutch C3, a fourth brake B4 and a third one-way clutch F3 for effecting selective transmission of torque between elements of the third planetary gear unit 38. The third planetary gear unit 38 is made up of a ring gear R 3 connected to the counterdriven gear 22, a sun gear S 3 formed on a sun gear shaft 39 fitted on the output shaft 23 rotatably with respect thereto, a carrier CR 3 fixed to the output shaft 23, and a pinion P 3 rotatably mounted on the carrier CR 3 and meshing with the ring gear R 3 and the sun gear S 3 . Next, the operation of this automatic transmission will be described. In Fig. 3, S1 is a first solenoid valve, S2 is a second solenoid valve, S3 is a third solenoid valve, C1 is the first clutch, C2 is the second clutch, C3 is the third clutch, B1 is the first brake, B2 is the second brake, B3 is the third brake, B4 is the fourth brake, F1 is the first one-way clutch, F2 is the second one-way clutch and F3 is the third one-way clutch. R is the R range, N the N range, D the D range, 1ST the 1st gear, 2ND the 2nd gear, 3RD the 3rd gear and 4TH the 4th gear. The ○ marks represent the ON state of the first solenoid valve S1, the second solenoid valve S2 and the third solenoid valve S3; the engaged state of the first clutch C1, the second clutch C2, the third clutch C3, the first brake B1, the second brake B2, the third brake B3 and the fourth brake B4; and the locked state of the first one-way clutch F1, the second one-way clutch F2 and the third one-way clutch F3. The × marks represent the OFF state of the first solenoid valve S1, the second solenoid valve S2 and the third solenoid valve S3; the released state of the first clutch C1, the second clutch C2, the third clutch C3, the first brake B1, the second brake B2, the third brake B3 and the fourth brake B4; and the free state of the first one-way clutch F1, the second one-way clutch F2 and the third one-way clutch F3. The Δ marks represent being switched ON and OFF during the neutral control state, and the (○) marks represent being engaged during engine braking. In the 1st gear of the D range, the first clutch C1 and the fourth brake B4 are engaged and the second one-way clutch F2 and the third one-way clutch F3 are locked. The rotation of the input shaft 14 is transmitted via the first clutch C1 to the ring gear R 2 and, because in this state the ring gear R 1 is prevented from rotating by the second one-way clutch F2, while the sun gear S 2 is caused to rotate idly the rotation of the carrier CR 2 is greatly retarded and this rotation is transmitted to the counterdrive gear 21. The rotation transmitted from the counterdrive gear 21 to the counterdriven gear 22 is transmitted to the ring gear R 3 , but because rotation of the sun gear S 3 is prevented by the fourth brake B4 the rotation of the carrier CR 3 is further retarded and this rotation is transmitted to the output shaft 23. In the 2nd gear of the D range, the first clutch C1, the first brake B1, the second brake B2 and the fourth brake B4 are engaged and the first one-way clutch F1 and the third one-way clutch F3 are locked. The rotation of the input shaft 14 is transmitted via the first clutch C1 to the ring gear R 2 , and because rotation of the sun gear S 2 is prevented by the second brake B2 and the first one-way clutch F1 the rotation of the ring gear R 2 is retarded and transmitted to the carrier CR 2 , and the rotation of the carrier CR 2 is transmitted to the counterdrive gear 21 while causing the ring gear R 1 to rotate idly. The rotation transmitted from the counterdrive gear 21 to the counterdriven gear 22 is transmitted to the ring gear R 3 , but because rotation of the sun gear S 3 is prevented by the fourth brake B4 the rotation of the carrier CR 3 is retarded and this rotation is transmitted to the output shaft 23. In the 3rd gear of the D range, the first clutch C1, the third clutch C3, the first brake B1 and the second brake B2 are engaged and the first one-way clutch F1 is locked. The rotation of the input shaft 14 is transmitted via the first clutch C1 to the ring gear R 2 , and because rotation of the sun gear S 2 is prevented by the second brake B2 and the first one-way clutch F1 the rotation of the ring gear R 2 is retarded and transmitted to the carrier CR 2 , and the rotation of this carrier CR 2 is transmitted to the counterdrive gear 21 while causing the ring gear R 1 to rotate idly. The rotation transmitted from the counterdrive gear 21 to the counterdriven gear 22 is transmitted to the ring gear R 3 , but because relative rotation of the carrier CR 3 and the sun gear S 3 is prevented by the third clutch C3 the third planetary gear unit 38 is in a directly coupled state. As a result, the rotation of the counterdriven gear 22 is transmitted as it is to the output shaft 23. Next, in the 4th gear of the D range, the first clutch C1, the second clutch C2, the third clutch C3 and the second brake B2 are engaged. The rotation of the input shaft 14 is transmitted via the first clutch C1 to the ring gear R 2 and is transmitted via the second clutch C2 to the sun gear S 2 , and the first and second planetary gear units 31 and 32 are in a directly coupled state. As a result, the rotation of the output shaft 11 is transmitted as it is to the counterdrive gear 21. The rotation transmitted from the counterdrive gear 21 to the counterdriven gear 22 is transmitted to the ring gear R 3 , but because relative rotation of the carrier CR 3 and the sun gear S 3 is prevented by the third clutch C3 the third planetary gear unit 38 is in a directly coupled state. As a result, the rotation of the counterdriven gear 22 is transmitted as it is to the output shaft 23. This automatic transmission is provided with a hydraulic circuit not shown in the drawings for engaging and disengaging the first clutch C1, the second clutch C2, the third clutch C3, the first brake B1, the second brake B2, the third brake B3 and the fourth brake B4, and this hydraulic circuit is controlled by a hydraulic control circuit 40. The hydraulic control circuit 40 is connected to an automatic transmission control unit (ECU) 41, and the hydraulic control circuit 40 is controlled according to a control program of the automatic transmission control unit 41. Connected to the automatic transmission control unit 41 are a neutral start switch (N.S.SW.) 45, an oil temperature sensor 46, a speed sensor 47, a brake switch 48, an engine speed sensor 49, a throttle angle sensor 50 and a vehicle speed sensor 51. The speed sensor 47 and the engine speed sensor 49 correspond respectively to the sensors 471 and 491 in Fig. 1. The neutral start switch 45 detects the shift position of a shift lever not shown in the drawings, i.e. the selected range; the oil temperature sensor 46 detects the temperature of the oil in the hydraulic circuit; and the speed sensor 47 detects the speed of the input side of the first clutch C1, i.e. the speed of the input shaft 14, (hereinafter referred to as 'the clutch input side speed') N C1 . The brake switch 48 detects whether or not a brake pedal not shown in the drawings is being depressed; the engine speed sensor 49 detects the engine speed N E ; the throttle angle sensor 50 detects the throttle angle ; and the vehicle speed sensor 51 detects the vehicle speed v. The hydraulic circuit will now be described. Fig. 4 is a first diagram of the hydraulic circuit of the automatic transmission of this preferred embodiment, and Fig. 5 is a second diagram of the hydraulic circuit of the automatic transmission of this preferred embodiment. Referring to these diagrams, a primary valve 59 adjusts the hydraulic pressure from a hydraulic power source not shown in the drawings and outputs it as a line pressure to an oil line L-21. A manual valve 55 has ports 1, 2, 3, D, P L , R, and a line pressure supplied to the port P L from the primary valve 59 via the oil lines L-21 and L-4 produces at the respective ports 1, 2, 3, D, R a 1st range pressure, a 2nd range pressure, a 3rd range pressure, a D range pressure and an R range pressure according to the position of the shift lever not shown in the drawings. The D range pressure produced at port D is supplied via an oil line L-1 to the second solenoid valve S2, via an oil line L-2 to a 1-2 shift valve 57, and via an oil line L-3 to a B-1 sequence valve 56. Oil of the line pressure of the oil line L-21 is supplied to the third solenoid valve S3 and a solenoid modulator valve 58 and via an oil line L-5 to the first solenoid valve S1 and a 2-3 shift valve 60. The first solenoid valve S1, the second solenoid valve S2 and the third solenoid valve S3 are switched ON and OFF by signals from the hydraulic control circuit 40 (Fig. 2); the first solenoid valve S1 supplies signal oil pressure via an oil line L-8 to the 1-2 shift valve 57 and a 3-4 shift valve 62, the second solenoid valve S2 supplies signal oil pressure via an oil line L-9 to the 2-3 shift valve 60, and the third solenoid valve S3 supplies signal oil pressure via an oil line L-10 to a neutral relay valve 64. The 1-2 shift valve 57 takes an upper half position (spool upper side position) in the 1st gear and takes a lower half position (spool lower side position) in the 2nd, 3rd and 4th gears; the 2-3 shift valve 60 takes a lower half position in the 1st and 2nd gears and takes a upper half position in the 3rd and 4th gears; the 3-4 shift valve 62 takes an upper half position in the 1st and 4th gears and takes a lower half position in the 2nd and 3rd gears; and the neutral relay valve 64 takes an upper half position in the artificial neutral state and takes a lower half position in the 1st to 4th gears. The solenoid modulator valve 58 is connected via an oil line L-12 to a linear solenoid valve 66, and the linear solenoid valve 66 is connected via an oil line L-13 to a C-1 control valve 67. Also, the linear solenoid valve 66 is connected via an oil line L-22 to the primary valve 59. The linear solenoid valve 66 is controlled by signals from the hydraulic control circuit 40 and supplies a throttle pressure P TH as a control pressure to the C-1 control valve 67. The D range pressure is supplied to the C-1 control valve 67 via the oil lines L-3 and L-14, and the C-1 control valve 67 adjusts the D range pressure supplied to it to a hydraulic servo C-1 oil pressure (hereinafter referred to as 'the C-1 oil pressure') P C1 corresponding to the throttle pressure P TH from the linear solenoid valve 66 and supplies it to an oil line L-15. The neutral relay valve 64 takes an upper half position in the artificial neutral state. As a result, in the artificial neutral state, the C-1 oil pressure P C1 produced in the oil line L-15 is supplied via an oil line L-16, the neutral relay valve 64 and an oil line L-17 to the hydraulic servo C-1. Also, oil of the C-1 oil pressure P C1 is supplied via oil lines L-23 and L-24 to a B-1 control valve 70. The neutral relay valve 64 normally takes a lower half position in the 1st to 4th gears. As a result, in the 1st to 4th gears oil of the D range pressure is supplied via the oil line L-3, the neutral relay valve 64 and the oil line L-17 to the hydraulic servo C-1. In the neutral control state, the neutral relay valve 64 is changed over to an upper half position and the oil line L-16 and the oil line L-17 are thereby connected. The reference number 68 denotes a damper valve disposed in the oil line L-17 for absorbing pulses of the C-1 oil pressure P C1 ; B-1 denotes a first brake B1 hydraulic servo, B-2 denotes a second brake B2 hydraulic servo, and B-4 denotes a fourth brake B4 hydraulic servo. Next, the operation of the transmission when the neutral control state is created will be described. In the conventional technology, the oil pressure of the hydraulic servo C-1 is set and feedback control thereof is carried out so that the input-output speed differential is maintained at a predetermined value necessary for preventing the occurrence of the creep phenomenon; however, there is almost no difference in this predetermined value between the state wherein the clutch piston of the first clutch C1 has not advanced at all and the stroke is '0' and the state wherein the first clutch C1 is just about to be engaged. As a result, it is necessary to so set the predetermined value that the clutch slippingly engages. In contrast to this, in the automatic transmission control apparatus of this invention, it is judged whether or not the vehicle is at a standstill and when the vehicle is at a standstill the first clutch C1 is gradually released, and during this time the control apparatus detects the engine speed N E and the clutch input side speed N C1 and waits for them both to stabilize. When the engine speed N E and the input side speed N C1 stabilize, because this means that the first clutch C1 has been released, the throttle pressure P TH supplied from the linear solenoid valve 66 is controlled and the C-1 oil pressure P C1 increased a little at a time whereby the first clutch C1 is gradually engaged. The engagement state of the first clutch C1 is detected as the amount of change in the differential speed ΔN between the engine speed N E and the clutch input side speed N C1 , and when there is no change in the differential speed ΔN, i.e. when the first clutch C1 has been released, the C-1 oil pressure P C1 is increased and the first clutch C1 is thereby engaged. When there is change in the differential speed ΔN, i.e. when slipping engagement of the first clutch C1 has started, the C-1 oil pressure P C1 is reduced and the first clutch C1 is thereby released. By this operation being repeated, the hydraulic servo C1 of the first clutch C1 keeps the first clutch C1 with almost no loss stroke and just about to slippingly engage. As a result, the occurrence of engagement delay, engine racing and engagement shock due to loss stroke of the first clutch piston when in the neutral control state the accelerator pedal is depressed and the first clutch is reengaged can be prevented. Because in the neutral control state a slipping engagement state is not created, the vehicle is not subjected to idling vibration and the fuel consumption reducing effect of the neutral control state is not diminished. Furthermore, there is no heating of the frictional material of the first clutch C1 or consequent deterioration of the durability of the frictional material. Normally, when the oil pressure supplied to the hydraulic servo C-1 is changed, a time lag occurs between the throttle pressure P TH which the hydraulic control circuit 40 (Fig. 2) orders from the linear solenoid valve 66 and the actual oil pressure; however, in this preferred embodiment, because the automatic transmission control unit 41 judges the amount of change in the differential speed ΔN at intervals of a predetermined time, the throttle pressure P TH is not further mistakenly changed during this lag time. Although when the idling speed of the engine changes the input side speed of the torque convertor 12 also changes, the output side speed of the torque convertor 12 also changes correspondingly. As a result, when the amount of change in the differential speed ΔN is detected, the first clutch C1 is not mistakenly detected as being engaged when there has been a change in the idling speed. Fig. 6 is a main flow chart showing the operation of the automatic transmission control apparatus of this preferred embodiment of the invention, and Fig. 16 is a time chart of the automatic transmission control apparatus of this preferred embodiment of the invention. Fig. 16 is referred to in descriptions of subroutines discussed later. Referring to Fig. 6, in step S1 vehicle speed zero inference is carried out based on the amount of change in the clutch input side speed N C1 . In step S2, when the accelerator pedal not shown in the drawings is released and a brake pedal not shown in the drawings is depressed and the vehicle comes to a standstill, processing waits for the neutral control state starting conditions to be established. When these starting conditions are established, processing proceeds to step S3. Here, the starting conditions are judged to be established when the conditions that the vehicle speed v zero inference is finished, that the throttle angle  is below a predetermined value, that the oil temperature detected by the oil temperature sensor 46 is above a predetermined value, and that the brake switch 48 is ON are all satisfied. In step S3, first clutch C1 release control processing is carried out by initial pressure reducing means. Here, the C-1 oil pressure P C1 is brought to the throttle pressure P TH set based on the engine speed N E corresponding to the input torque. To effect this, the C-1 oil pressure P C1 is reduced in increments of a first set pressure. In step S4, neutral state control processing is carried out. Here, processing waits for the engine speed N E and the input side speed N C1 to stabilize, and when they have stabilized holds the C-1 oil pressure P C1 by increasing it in increments of a second set pressure and reducing it in increments of a third set pressure based on the engine speed N E and the clutch input side speed N C1 . In step S5, first clutch engagement control processing is carried out. Here, the C-1 oil pressure P C1 is raised in increments of a fourth set pressure set based on variables such as the throttle angle  and the engine speed N E and thereby completes the piston stroke of the hydraulic servo C1 (Fig. 5). When the piston stroke of the hydraulic servo C1 is completed, the C-1 oil pressure P C1 is increased in increments of a fifth set pressure and the occurrence of engagement shock is thereby prevented. Next, the vehicle speed zero inference processing subroutine of step S1 of Fig. 6 will be described. Fig. 7 is a flow chart of the vehicle speed zero inference process of this preferred embodiment of the invention. In step S1-1, the speed differential ΔN C1(i) is calculated by subtracting the clutch input side speed N C1(i-1) of time Δt ago from the present clutch input side speed N C1(i) . Here, the time Δt is set by a clock inside the automatic transmission control unit 41 (Fig. 2), and the clutch input side speed N C1 is detected at intervals of time Δt. In step S1-2, the deceleration A of the vehicle is calculated by dividing the speed differential ΔN C1(i) by the time Δt. In step S1-3, the time T 1 for the vehicle to come to a standstill is calculated by dividing the present clutch input side speed N C1(i) by the deceleration A. In step S1-4, processing waits for the present clutch input side speed N C1(i) to become too low to be measured. When this happens, processing proceeds to step S1-5; when it does not happen, processing returns to step S1-1. In step S1-5 processing waits for the time T 1 , timed by a timer not shown in the drawings, to elapse, and when the time T 1 elapses infers that the vehicle speed v has become zero. Next, the first clutch release control processing subroutine of step S3 of Fig. 6 will be described, with reference to Fig. 8 to Fig. 11. Fig. 8 is a flow chart of the first clutch release control process of this preferred embodiment of the invention; Fig. 9 is a flow chart of the neutral state control process of this preferred embodiment of the invention; Fig. 10 is a time chart of a 2nd gear gear-change of this preferred embodiment of the invention; and Fig. 11 is a graph showing the relationship between engine speed and throttle pressure in this preferred embodiment of the invention. In Fig. 11, the horizontal axis is the engine speed N E and the vertical axis is the throttle pressure P TH . In step S3-1, after the starting conditions are established, a 2nd gear gear-change output is generated and the first brake B1 (Fig. 2) is engaged to effect a hill-hold. In step S3-2, timing of a time T 2 by a timer not shown in the drawings is started. In step S3-3, by waiting for the time T 2 to elapse, processing waits for the first brake B1 to engage. The value of the time T 2 is set with due consideration given to the time lag in the oil pressure of the hydraulic servo C-1 (Fig. 5) being reduced and the time lag until the first brake B1 is engaged. Because as a result the first brake B1 is engaged before the first clutch C1 is released, the occurrence of shock accompanying the gear-change can be prevented and entry into the neutral control state can be accomplished smoothly. In step S3-4, the signal S 3 supplied to the third solenoid valve S3 is made ON, the neutral relay valve 64 is changed over to the upper half position and the C-1 oil pressure P C1 is thereby rendered controllable. In step S3-5, the engine speed N E corresponding to the input torque is detected, and N E is assigned to a reference engine speed N Em . In step S3-6, based on the relationship shown in Fig. 11, the throttle pressure P TH is reduced and the C-1 oil pressure P C1 is thereby reduced according to the engine speed N E to a value such that the first clutch C1 is just about to start slippingly engaging. In step S3-7, the engine speed N E corresponding to the input torque is detected again. In step S3-8, processing judges whether or not the engine speed N E has deviated from the reference engine speed N Em . When it has not deviated, processing proceeds to step S3-9, and when it has deviated processing proceeds to step S3-10. In step S3-9 the throttle pressure P TH , i.e. the C-1 oil pressure P C1 , is reduced (swept down) in increments of the first set pressure ΔP at intervals of a time Δt corresponding to the engine speed N E . In step S3-10, the time Δt and the first set pressure ΔP are changed to correspond to the reference engine speed N Em . The throttle pressure P TH corresponding to the engine speed N E at this point in time is obtained from the relationship graph of Fig. 11, and when the throttle pressure P TH is lower than the C-1 oil pressure P C1 at that point in time, the setting of the throttle pressure P TH is changed. The engine speed N E is assigned to the reference engine speed N Em as of this point in time. In step S3-11, after the first clutch C1 has started to slip, releasing judging means waits for the first clutch C1 to be released until the speed ratio e=N C1 /N E becomes larger than a constant e 1 ; when the speed ratio e becomes larger than the constant e 1 , the pressure reduction of step S3-9 is stopped. The constant e 1 , with due consideration of delay in the change in engine speed N E when the first clutch C1 is released, is made for example 0.75. The clutch input side speed N C1 may be used instead of the speed ratio e. When the engaged state of the first clutch C1 is detected by judging whether or not the differential speed ΔN has changed, for example both when the first clutch C1 is completely engaged and when it is released the differential speed ΔN does not change. Consequently, it is difficult to distinguish between when the first clutch C1 is completely engaged and when it is released. However, by waiting for the speed ratio e to become larger than the constant e 1 the first clutch C1 can be brought with certainty to the state wherein slipping engagement is about to start. Next, the neutral state control processing subroutine of step S4 of Fig. 6 will be described with reference to Fig. 9 to Fig. 13. Fig. 9 is a flow chart of the neutral state control process of this preferred embodiment of the invention, Fig. 12 is a graph showing the state of the first clutch C1 in the neutral control state of this preferred embodiment of the invention, and Fig. 13 is a time chart of engine speed, clutch input side speed and C-1 hydraulic pressure during the neutral control state of this preferred embodiment of the invention. In Fig. 12, the horizontal axis is piston stroke and the vertical axis is the differential speed ΔN and (drag) torque. In step S4-1, setting means sets initial values of a flag F, a count value C of a counter not shown in the drawings, and a reference differential speed ΔN m as follows: F ← OFF C ← 0 ΔN m ← the value of ΔN at that point in time (N E -N C1 ) In steps S4-2 and S4-3, the C-1 oil pressure P C1 is held at the final value which it had in the first clutch release control process. When judgment of whether or not the differential speed ΔN has changed is started immediately after it is confirmed that the first clutch C1 has been released as far as a predetermined state, there is the possibility of a misjudgment being caused by a change in the differential speed ΔN caused by pressure reduction taking place during the first clutch release control process. To avoid this, delaying means carries out timing by means of a timer not shown in the drawings and continues the holding of the C-1 oil pressure P C1 until a time T 3 has elapsed. In this way, the judgment of whether or not the differential speed ΔN has changed is delayed, and the C-1 oil pressure P C1 is prevented from being adjusted while the first clutch C1 is in an unstable state immediately after being released. In step S4-4, differential speed calculating means calculates the differential speed ΔN between the engine speed N E and the clutch input side speed N C1 . In step S4-5, processing judges whether or not a preset sampling time has been reached, for example whether or not 1.0 sec or 0.5 secs has elapsed. When the sampling time has been reached processing proceeds to step S4-6, and when the sampling time has not been reached processing proceeds to step S4-12. In step S4-6 it is judged whether or not the absolute value of the difference between the differential speed ΔN and the reference differential speed ΔN m is below a set value ΔN R , i.e. whether or not the amount of change in the differential speed ΔN is below the set value ΔN R . When it is below the set value ΔN R processing proceeds to step S4-7, and when it is not processing proceeds to step S4-9. The set value ΔN R is preset to discriminate between the operating state and the non-operating state of the first clutch C1, as shown in Fig. 12. If when the differential speed ΔN is calculated detection errors of the input side speed sensor 491 (Fig. 1) or the output side speed sensor 471 occur or calculation errors occur, there is the possibility of being incorrectly judged that the differential speed ΔN has changed. To avoid this, attention is paid to the fact that the differential speed ΔN changes suddenly when the first clutch C1 moves from being just about to engage to having started to engage; by the differential speed ΔN being judged to have changed when the amount of change in the differential speed ΔN is greater than the set value ΔN R , misjudgment of whether or not the differential speed ΔN has changed can be prevented. If the set value ΔN R is altered in correspondence with the temperature of the oil, the C-1 oil pressure P C1 can be controlled well from when the oil is cold to when the oil is hot. In step S4-7 it is judged whether or not the count value C of the counter is smaller than a set value C R . When it is smaller than the set value C R processing proceeds to step S4-8, and when it is larger than the set value C R processing proceeds to step S4-15. In step S4-8, because there is no change in the differential speed ΔN, it is judged that the first clutch C1 is in the non-operating state. In this state, because it is possible that the clutch piston has returned too far, the pressure increasing means raises the C-1 oil pressure P C1 by a second set pressure ΔP UP as shown in Fig. 13. P C1 ← P C1 + ΔP UP Also, the differential speed AN is assigned to the reference differential speed ΔN m and the flag F is changed to ON. Δ m ← ΔN F ← ON In step S4-9 it is judged whether or not the amount of change in the differential speed ΔN is tending to decrease, i.e. whether or not the remainder when the reference differential speed ΔN m is subtracted from the differential speed ΔN is below the set value ΔN R . When it is below the set value ΔN R processing proceeds to step S4-11, and when it is greater than the set value ΔN R processing proceeds to step S4-10. In step S4-10, because it can be judged that the first clutch C1 is shifting from the non-operating state to the operating state, the pressure reducing means reduces the C-1 oil pressure P C1 by the third set pressure ΔP DOWN . P C1 ← P C1 - ΔP DOWN Also, the differential speed ΔN is assigned to the reference differential speed ΔN m , the flag F is changed to OFF, and '1' is subtracted from the count value of the counter. The C-1 oil pressure P C1 at this point in time is assigned to a reference C-1 oil pressure P C1m . ΔN m ← ΔN F ← OFF C ← C - 1 (however, when C < 0 results, C is made 0) P C1m ← P C1 In step S4-11, because it can be judged that the first clutch C1 is shifting from the operating state to the non-operating state, the C-1 oil pressure P C1 is held at its value as of that point in time and the flag F is changed to OFF. F ← OFF That is, when the first clutch C1 is shifting from the operating state to the non-operating state, the differential speed ΔN changes in the decreasing direction. At this time, if the C-1 oil pressure P C1 is further reduced, there is the possibility of the clutch piston suddenly retracting and an excessive loss stroke occurring. To avoid this, when the first clutch C1 is shifting from the operating state to the non-operating state, reduction of the C-1 oil pressure P C1 is temporarily halted and it is held at its value at that point in time. In step S4-12 it is judged whether or not the flag F is ON, i.e. whether or not the C-1 oil pressure P C1 was increased at the time of the previous sampling. When the flag F is ON processing proceeds to step S4-13, and when the flag F is OFF processing proceeds to step S4-15. In step S4-13, because the C-1 oil pressure P C1 was increased at the time of the previous sampling, it is judged whether or not the remainder when the reference differential speed ΔN m is subtracted from the differential speed ΔN is below the set value ΔN R . When it is below the set value ΔN R processing proceeds to step S4-14, and when it is greater than the set value ΔN R processing proceeds to step S4-15. In step S4-14, because the C-1 oil pressure P C1 was increased at the time of the previous sampling, the differential speed ΔN has changed. As a result, it is judged that the first clutch C1 is in the engaged state and the pressure reducing means reduces the C-1 oil pressure P C1 by the third set pressure ΔP DOWN . P C1 ← P C1 - ΔP DOWN Also, the differential speed ΔN is assigned to the reference differential speed ΔN m , the flag F is changed to OFF and '1' is added to the count value of the counter. As in step S4-10, the C-1 oil pressure P C1 as of this point in time is assigned to the reference C-1 oil pressure P C1m . ΔN m ← ΔN F ← OFF C ← C + 1 P C1m ← P C1 As mentioned above, at the sampling times it is judged whether or not the differential speed ΔN has changed; however, when as a result of that judgment the C-1 oil pressure P C1 is raised and engagement of the first clutch C1 is immediately started and the first clutch C1 enters the slipping engagement state, it sometimes happens that the transmission of torque begins and idling vibration occurs. To avoid this, when the differential speed ΔN has changed in the increasing direction when the first clutch C1 has started to engage, the C-1 oil pressure P C1 is reduced without waiting for the next sampling time. In this way the first clutch C1 is prevented from entering the slipping engagement state and the occurrence of idling vibration is prevented. Also, as described above, at the sampling times the C-1 oil pressure P C1 is only changed when the amount of change in the differential speed ΔN is greater than the set value ΔN R . Here, for example if the differential speed ΔN changes only by a very small amount each time, it sometimes happens that the C-1 oil pressure P C1 is not changed even though the first clutch C1 is shifting to the engaged state. To avoid this, by updating the reference differential speed ΔN m only when the C-1 oil pressure P C1 has been changed, when the differential speed ΔN changes by a very small amount each time and the first clutch C1 is shifting into the engaged state, the C-1 oil pressure P C1 can be changed with certainty. In step S4-15 it is judged whether or not the conditions for ending the neutral state of the first clutch C1 have been established. When the ending conditions have been established the neutral state control processing is ended, and when the ending conditions have not been established processing returns to step S4-4 and the above processing is repeated. Next, the first clutch engagement control processing subroutine of step S5 in Fig. 6 will be described with reference to Fig. 14 and Fig. 15. Fig. 14 is a graph showing the relationship between the throttle angle and the set value in this preferred embodiment of the invention, and Fig. 15 is a flow chart of the first clutch engagement control processing subroutine of this preferred embodiment of the invention. In Fig. 14, the throttle angle  is shown on the horizontal axis and the set value is shown on the vertical axis. In step S5-1, the clutch input side speed N C1 as of the point in time at which the conditions for ending neutral state control were established is stored as a value N 5 in a memory not shown in the drawings inside the automatic transmission control unit 41 (Fig. 2). In step S5-2, a constant P C1S is added to the reference C-1 oil pressure P C1m set in steps S4-10 and S4-11, and the value thus obtained is assigned to the C-1 oil pressure P C1 . The constant P C1S is set at a value such that the piston (not shown in the drawings) of the hydraulic servo C-1 (Fig. 5) can be moved through its stroke with certainty and also such that engagement shock caused by the engagement is reduced. In step S5-3 processing waits for the clutch input side speed N C1 to become smaller than the value obtained by subtracting a constant DSN from the value N5, and when the clutch input side speed N C1 becomes smaller than the value obtained by subtracting the constant DSN from the value N5 it is judged that the first clutch C1 has started to engage and processing proceeds to step S5-4. In step S5-4 the 1st gear gear-change output is produced. In step S5-5 the throttle pressure P TH from the linear solenoid valve 66 (Fig. 4) is changed, the C-1 oil pressure P C1 is increased to the pressure P B , and then every time a time Δt B elapses the C-1 oil pressure P C1 is raised by a fourth set pressure ΔP B and engagement of the first clutch C1 is continued. In step S5-6 processing waits for the clutch input side speed N C1 to become smaller than a constant DEN. In step S5-7 processing performs timing with a timer not shown in the drawings and waits for a time T 4 to elapse. Here, set values such as the constant P C1S , the pressure P B and the fourth set pressure ΔP B are set based on variables such as the throttle angle  which correspond to the input torque T T .

Claims: An automatic transmission control apparatus which creates a neutral control state when a forward travel range is selected and the vehicle is at a standstill and the engine (10) is idling, comprising: a fluid power transmission device (121) which transmits the rotation of the engine (10) to a gearbox (16); a clutch (C) which is engaged when a forward travel range is selected; a hydraulic servo (91) for engaging the clutch (C) actuated by a supply of oil pressure; an input side speed sensor (491) for detecting the input side speed of the fluid power transmission device (121); an output side speed sensor (471) for detecting the output side speed of the fluid power transmission device (121); and a control device (94) for controlling the oil pressure of the hydraulic servo (31), the control device (94) comprising differential speed calculating means (941) for calculating the differential speed between the input side speed and the output side speed of the fluid power transmission device (121) based on signals from the input side speed sensor (491) and the output side speed sensor (471); wherein the control device (94) further comprises: initial pressure reduction means for gradually reducing the oil pressure of the hydraulic servo (91) when a forward range is selected and the vehicle is at a standstill and the engine (10) is idling; release judging means for judging whether or not the clutch (C) has been released as far as a set state by the pressure reduction effected by the initial pressure reduction means; differential speed change judging means (942) for judging at intervals of a set time whether or not the differential speed calculated by the differential speed calculating means (941) has changed when the clutch (C) has been released as far as a set state; pressure increasing means (944) for increasing the oil pressure of the hydraulic servo (91) by a set pressure when the differential speed has not changed; and pressure reducing means (945) for reducing the oil pressure of the hydraulic servo (91) by a set pressure when the differential speed has changed. An automatic transmission control apparatus according to claim 1, wherein: the differential speed change judging means (942) judges the differential speed to have changed when the differential speed has changed by an amount greater than a set value. An automatic transmission control apparatus according to claim 1 or claim 2, wherein: the differential speed change judging means (942) judges whether or not the differential speed is decreasing, and when the differential speed is decreasing the oil pressure of the hydraulic servo (91) is held at its value as of that time. An automatic transmission control apparatus according to any claim from claim 1 to claim 3, wherein: during the intervals of the set time the differential speed change judging means (942) judges whether or not the differential speed is increasing, and when the differential speed is increasing the oil pressure of the hydraulic servo (91) is reduced by a set pressure. An automatic transmission control apparatus according to any of claims 1 to 4, wherein the control device (94) further comprises initial pressure reduction stopping means for stopping the pressure reduction effected by the initial pressure reduction means when the clutch (C) has been released as far as a set state; and setting means for setting the differential speed as of when the pressure reduction is stopped as a reference differential speed; wherein the differential speed change judging means (942) judges after the pressure reduction effected by the initial pressure reduction means is stopped at intervals of a set time whether or not the difference between the differential speed calculated by the differential speed calculating means (941) at that time and the reference differential speed is greater than a set value; the pressure increasing means (944) increases the cil pressure of the hydraulic servo (91) by a set pressure when said difference is below a set value; the pressure reducing means (945) reduces the oil pressure of the hydraulic servo (91) by a set pressure when said difference is greater than a set value, the differential speed change judging means (942) renews the reference differential speed for calculating said difference when the pressure increasing means (944) operates and when the pressure reducing means operates. An automatic transmission control apparatus according to claim 5, wherein: when said difference is greater than a set value the differential speed change judging means (942) judges whether or not the differential speed is decreasing, and when the differential speed is decreasing the oil pressure of the hydraulic servo (91) is held at its value as of that time. An automatic transmission control apparatus according to claim 5 or claim 6, wherein: when said difference is greater than a set value the differential speed change judging means (942) judges during the intervals of the set time whether or not the differential speed is increasing, and when the differential speed is increasing the oil pressure of the hydraulic servo (91) is reduced by a set pressure and the reference differential speed for calculating said difference is renewed. An automatic transmission control apparatus according to any of claims 1 to 7, wherein: the control device (94) further comprises delaying means for from when the release judging means judges the clutch (C) to have been released until a set time elapses holding the oil pressure of the hydraulic servo (91) at its value as of when the release judging means judged the clutch (C) to have been released and delaying the start of the judgment of the differential speed change judging means (942).

Inventors: HAYABUCHI MASAHIRO, IWATA AKIHITO, KUSAFUKA MUNEO, MIKAMI KAZUHIRO, NISHIDA MASAAKI, TSUKAMOTO KAZUMASA, TSUTSUI HIROSHI, YAMAMOTO YOSHIHISA, HAYABUCHI, MASAHIRO, IWATA, AKIHITO, KUSAFUKA, MUNEO, MIKAMI, KAZUHIRO, NISHIDA, MASAAKI, TSUKAMOTO, KAZUMASA, TSUTSUI, HIROSHI, YAMAMOTO, YOSHIHISA
Applicants: AISIN AW CO, AISIN AW CO., LTD.
Application year: 1995
Main classification: F16H61
IPC codes: F16H59, F16H61, F16H3