JP2005036934A - Shift control device for vehicular automatic transmission - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a shift control device for an automatic transmission having a primary friction engagement element for first engaging therewith when changed over from a neutral condition to a power transmitting condition, suppressing a shifting shock even in starting at a second speed stage. <P>SOLUTION: In the case of automatic transmission, where the neutral condition is changed to the condition of establishing the second speed stage, a fourth clutch C4 and a third clutch B3 engage in sequence, as two friction engagement elements for engaging therewith following the engagement of a first clutch C1. Thus, the degradation of line pressure P<SB>L</SB>is suppressed and so the release of the first clutch C1 already engaging therewith is prevented. Shifting shock is therefore suppressed even at starting at the second speed stage. <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

  The present invention relates to a shift control device for an automatic transmission for a vehicle, and more particularly to control of a shift control device when the automatic transmission is switched from a neutral state (that is, a state where a power transmission path is disconnected) to a predetermined forward speed. .

  When the shift lever is switched from the neutral position to the D position, the automatic transmission is switched from the neutral state to the power transmission state by engaging a predetermined friction engagement element. When the shift lever is switched from the neutral position to the D position, the first gear is normally established. In many cases, the automatic transmission is switched from the neutral state to the first speed stage by fastening only one friction engagement element called a forward clutch (see, for example, Patent Document 1).

  When only one frictional engagement element is engaged when switching from the neutral state to the first gear, a large torque capacity is required for the frictional engagement element. Is relatively large. Therefore, a plurality of friction engagement elements are engaged when switching from the neutral state to the first gear, the plurality of friction engagement elements are sequentially engaged, and the neutral state is changed to the power transmission state. For this purpose, an automatic transmission that reduces the shock that occurs when switching from the neutral state to the first gear is proposed by using a relatively low torque sensitivity primary friction engagement element that is first engaged. Has been. In such a transmission control device for an automatic transmission, the control from the neutral state to the engagement of the primary friction engagement element to the power transmission state is called ND control, and the primary friction engagement element is controlled by ND control. Sometimes referred to as a clutch.

JP-A-6-280983 JP-A-6-280979 JP 11-37262 A

  By the way, although the vehicle start is normally performed in a state where the first gear is established, the second gear is established when the road surface is slippery, such as when the snow mode is selected by the driver's operation. In some cases, the vehicle may start off. In order to establish the second speed stage, it is usually necessary to engage more friction engagement elements than the first speed stage. Therefore, an attempt is made to start the second speed in an automatic transmission provided with a primary friction engagement element. Then, after engaging the primary frictional engagement element, it is necessary to further engage a plurality of frictional engagement elements.

  The friction engagement element is engaged with the hydraulic pressure generated by an oil pump operatively connected to the engine as a source pressure, but the engine rotation speed is low when switched from the N position to the D position. The discharge capacity of the oil pump is low. In order to establish the second speed stage in a state where the discharge capacity of the oil pump is low, when hydraulic oil is supplied to the plurality of friction engagement elements simultaneously, There is a possibility that the line pressure, which is the pressure, temporarily decreases. When the line pressure temporarily decreases, the primary friction engagement element that has already been engaged is released and then re-engaged, which may cause a shock due to the re-engagement.

FIG. 8 is a time chart for explaining the state. In FIG. 8, P _L is a line pressure that is a primary pressure, a first clutch pressure P _C1 is an engagement pressure of a first clutch _{C1 that} is a primary friction engagement element, and a fourth clutch pressure P _C4 is a secondary friction engagement element. is one engagement pressure of the fourth clutch C4, and the third brake pressure P _B3 is the engagement pressure of the third brake B3 is one of the secondary friction engagement elements. As shown in FIG. 8, the first clutch pressure _PC1 is increased from the time point t1 to the time point t2, so that the first clutch C1 is engaged, and accordingly, the turbine rotational speed _NT becomes 0. When the fourth clutch pressure P _C4 and the third brake pressure P _B3 are simultaneously increased from the time point t2, as shown at the time point t3, the line pressure P _L and the first clutch pressure P _C1 equal to the line pressure P _L are increased. Temporarily lowering causes the first clutch C1 to be released, thereby increasing the turbine rotational speed _NT . At time t4, when the line pressure P _L and the first clutch pressure P _C1 is restored to normal pressure, the first clutch C1 is re-engaged, the turbine rotational speed N _T becomes 0 again. The re-engagement of the first clutch C1 may cause a shock.

  The present invention has been made in the background of the above circumstances, and an object of the present invention is to provide an automatic transmission provided with a primary friction engagement element that is first engaged when switching from the neutral state to the power transmission state. It is an object of the present invention to provide a transmission control device that can suppress a shift shock even when the vehicle starts at a speed higher than the first speed.

  The first invention for achieving the above object includes a primary friction engagement element that is first engaged when the neutral state is switched to the power transmission state, and in a shift stage that is higher than the first speed stage, A shift control device for controlling an automatic transmission for a vehicle in which at least two secondary friction engagement elements, which are more than the first speed stage, are engaged in addition to the primary friction engagement elements, A plurality of hydraulic control valves that respectively control the hydraulic pressure supplied to a plurality of friction engagement devices provided in the automatic transmission using an oil pump operatively connected to the hydraulic pump as a source pressure, and the plurality of hydraulic control valves Control valve control means for controlling the opening / closing state of the automatic friction switch, the control valve control means for switching the automatic transmission from the neutral state to a state where a higher speed than the first speed is established, the primary friction. Engagement Following engagement of the element, and characterized in that sequentially engaged with the plurality of secondary friction engagement elements.

  In the first invention, the at least two secondary friction engagement elements engaged at a higher speed than the first speed stage include a first friction engagement element that is also engaged at the first speed stage, A second friction engagement element that is not engaged at a high speed, and the control valve control means is configured to switch the automatic transmission from a neutral state to a state where a higher speed than the first speed is established. Then, following the engagement of the primary friction engagement element, the secondary friction engagement element is engaged in the order of the first friction engagement element and the second friction engagement element.

  Further, the third invention is the first invention or the second invention, wherein the control valve control means switches the automatic transmission from a neutral state to a state in which a higher speed than the first speed is established. When the discharge amount of the oil pump is equal to or larger than a preset reference discharge amount, the engagement control of the secondary friction engagement element is started simultaneously.

  As in the first invention and the second invention, if the engagement of the plurality of secondary friction engagement elements is sequentially performed after the engagement of the primary friction engagement elements, the discharge speed of the oil pump is reduced because the engine speed is low. Even in a low state, it is possible to suppress a decrease in the original pressure when the secondary friction engagement element is engaged, and thus it is possible to prevent the primary friction engagement element already engaged from being released. . Therefore, even when the vehicle starts at a speed higher than the first speed, the shift shock is suppressed.

  Further, according to the third aspect of the present invention, there is an advantage that the shift is completed promptly when no shift shock is generated even when a plurality of secondary friction engagement elements are simultaneously engaged.

  DESCRIPTION OF EXEMPLARY EMBODIMENTS Hereinafter, preferred embodiments of the invention will be described in detail with reference to the drawings. FIG. 1 is a skeleton diagram illustrating a configuration of a driving force transmission device 10 to which a shift control device for an automatic transmission for a vehicle according to an embodiment of the present invention is applied. In FIG. 1, the output of the engine 12 that is a driving force source for traveling is input to an automatic transmission 16 via a torque converter 14 that is a fluid power transmission device, and via a differential gear device and an axle (not shown). It is transmitted to the drive wheel.

  The engine 12 is an internal combustion engine such as a gasoline engine that generates a driving force by combustion of fuel injected in a cylinder. The torque converter 14 includes a pump impeller 22 connected to the crankshaft 18 of the engine 12, a turbine impeller 24 connected to the input shaft 20 of the automatic transmission 16, and a one-way clutch 28. The stator impeller 26 is prevented from rotating in one direction with respect to the housing 38, and power is transmitted between the pump impeller 22 and the turbine impeller 24 via a fluid. Further, a lock-up clutch 30 is provided between the pump impeller 22 and the turbine impeller 24 for directly connecting them.

  The pump impeller 22 is provided with a mechanical oil pump 31 that generates hydraulic pressure for controlling the shift of the automatic transmission 16 and supplying lubricating oil to each part.

  The automatic transmission 16 is a planetary gear type transmission that includes a double pinion type first planetary gear device 32, and a single pinion type second planetary gear device 34 and a third planetary gear device 36. The sun gear S1 of the first planetary gear unit 32 is selectively connected to the input shaft 20 via the third clutch C3 and is selectively connected to the housing 38 via the one-way clutch F2 and the third brake B3. Thus, rotation in the direction opposite to that of the input shaft 20 is prevented. The carrier CA1 of the first planetary gear device 32 is selectively connected to the housing 38 via the first brake B1, and always reverse in the reverse direction by the one-way clutch F1 provided in parallel with the first brake B1. Is prevented from rotating. The ring gear R1 of the first planetary gear device 32 is integrally connected to the ring gear R2 of the second planetary gear device 34, and is selectively connected to the housing 38 via the second brake B2. It has become. The sun gear S2 of the second planetary gear unit 34 is integrally connected to the sun gear S3 of the third planetary gear unit 36, and is selectively connected to the input shaft 20 via the fourth clutch C4. The input shaft 20 is selectively connected via the one-way clutch F0 and the first clutch C1, and rotation in the direction opposite to the input shaft 20 is prevented. The carrier CA2 of the second planetary gear device 34 is integrally connected to the ring gear R3 of the third planetary gear device 36, and is selectively connected to the input shaft 20 via the second clutch C2. Further, it is selectively connected to the housing 38 via the fourth brake B4, and the reverse rotation is always prevented by the one-way clutch F3 provided in parallel with the fourth brake B4. It has become. The carrier CA3 of the third planetary gear device 36 is integrally connected to the output shaft 40.

  FIG. 2 is an engagement table for explaining the engagement operation of the clutch and the brake for establishing each gear stage of the automatic transmission 16, wherein “◯” indicates engagement, blank indicates release, and “△”. Represents the engagement during engine braking. The automatic transmission 16 includes a first clutch C1, a second clutch C2, a third clutch C3, a fourth clutch C4, a first brake B1, a second brake B2, a third brake B3, and a fourth brake B4. These are hydraulic friction engagement devices such as multi-plate clutches and brakes that are controlled by a hydraulic actuator.

  FIG. 3 is a block diagram for explaining a control system provided in the vehicle for controlling the engine 12 and the automatic transmission 16 and the like.

Accelerator opening A _CC is an operation amount of the accelerator pedal 42 (operation amount) to be depressed by the driver is detected by the accelerator opening sensor 44. An intake pipe of the engine 12 controls the idling rotation speed N _EIDL the engine 12 by being controlled by a throttle actuator 46, are θ angle i.e. the throttle opening opening corresponding to the accelerator opening A _CC An electronic throttle valve 48 is provided. The engine rotational speed sensor 50 for detecting the rotational speed N _E of the engine 12, the intake air amount sensor 52 for detecting an intake air quantity Q of the engine 12, for detecting an intake air temperature T _A The intake air temperature sensor 54, the throttle valve 56 with an idle switch for detecting the fully closed state (idle state) of the electronic throttle valve 48 and the throttle opening θ, the vehicle speed corresponding to the rotational speed N _OUT of the output shaft 40 a vehicle speed sensor 58, coolant temperature T coolant temperature sensor 60 _{for W} detecting a service brake switch 62 for detecting the presence or absence of the operation of the foot brake (not shown) is a brake of the engine 12 for detecting V, shift Lever position sensor 6 for detecting the lever position (operation position) P _SH of the lever 78 4. A turbine rotation speed sensor 66 for detecting a turbine rotation speed _NT corresponding to the rotation speed N _IN of the input shaft 20, and an AT oil temperature T _OIL that is the temperature of the hydraulic oil in the hydraulic control circuit 82 is detected. An AT oil temperature sensor 68, an upshift switch 70, a downshift switch 72, and the like are provided, and from these sensors and switches, the engine speed N _E , the intake air amount Q, the intake air temperature T _A , the throttle Opening angle θ, vehicle speed V, engine coolant temperature T _W , presence / absence of brake operation, lever position P _SH of shift lever 78, turbine rotation speed N _T , AT oil temperature T _OIL , shift range up command R _UP , and down command A signal representing R _DN or the like is supplied to the electronic control unit 80. The electronic control unit 80 is connected to an ABS (anti-lock brake system) 74 that controls the braking force so that the wheel does not lock (slip) when the foot brake is operated, and relates to brake hydraulic pressure corresponding to the braking force. Information is supplied and a signal indicating whether the snow mode is selected from the snow mode switch 76 is supplied.

The electronic control unit 80 includes a so-called microcomputer having a CPU, a RAM, a ROM, an input / output interface, and the like, and performs signal processing according to a program stored in the ROM in advance using the temporary storage function of the RAM. As a result, the output control of the engine 12 is executed, and also functions as the control valve control means 90, and the hydraulic control circuit 82 is controlled to execute the shift control of the automatic transmission 16. For example, in the output control of the engine 12, in addition to controlling the opening and closing of the electronic throttle valve 48 by the throttle actuator 46, the fuel injection valve 84 is controlled for controlling the fuel injection amount, and the ignition such as an igniter is controlled for controlling the ignition timing. The device 86 is controlled. The control of the electronic throttle valve 48, the drives the throttle actuator 48, the throttle opening is increased θ larger the accelerator opening A _CC is greater from a predetermined relationship based on the actual accelerator opening A _CC. When the engine 12 is started, the crankshaft 18 of the engine 12 is cranked by a starter (electric motor) 88.

The hydraulic control circuit 82 includes solenoid valves Sol1 to Sol5 that are hydraulic control valves, and linear solenoid valves SL1, SL2, SLU, and SLT. These solenoid valves Sol1 to SOL5, the linear solenoid valves SL1, SL2, SLU, SLT is actuated the line pressure _{P L} which is generated by the oil pump 31 as a common source pressure. The solenoid valves Sol1 to Sol5 and the linear solenoid valves SL1 and SL2 are for gear shifting, the linear solenoid valve SLU is mainly involved in the engagement / release of the lock-up clutch 30, and the linear solenoid valve SLT is mainly used in the line. Control hydraulic pressure. The hydraulic oil in the hydraulic control circuit 82 is also supplied to the lock-up clutch 26, and is also used for lubricating each part of the automatic transmission 16 and the like.

  FIG. 4 is a part of the control valve control function (that is, the control valve control means 90) of the electronic control unit 80, and explains the main part of the function that establishes the automatic transmission 16 from the neutral state to a predetermined forward speed. It is a functional block diagram to do. As shown in FIG. 4, the control valve control means 90 includes an ND control means 92, a gear position determination means 94, a first speed stage control means 96, a pump discharge amount determination means 98, and a second speed stage control means 100. ing.

The ND control unit 92 controls the linear solenoid valve SL1 of the hydraulic control circuit 82 when it is determined that the shift lever 78 is shifted from the N position to the D position based on the signal from the lever position sensor 64. Thus, the first clutch pressure PC1, which is the engagement pressure of the first clutch _C1, is smoothly increased, and the first clutch C1, which is the primary friction engagement element, is smoothly engaged. This control is called ND control, and the automatic transmission 16 is switched from the neutral state to the power transmission state by the ND control.

  The shift speed determining means 94 determines a shift speed to be established after the end of the ND control when the ND control is executed. For example, the gear position determination means 94 determines whether or not the snow mode is selected based on a signal from the snow mode switch 76, and if the snow mode is not selected, establishes the first gear. If the snow mode is selected, it is determined that the second gear is established.

  The first speed control means 96 controls the hydraulic control circuit 82 to determine the first friction engagement among the secondary friction engagement elements when the shift speed determination means 94 determines to establish the first speed. The fourth clutch C4, which is an element, is engaged to establish the first gear.

Pump discharge amount determining means 98, the discharge amount of the oil pump 31, the reference ejection amount in which a plurality of friction engagement elements in the line pressure P _L can supply hydraulic oil is set to a sufficiently high value enough not reduced It is determined whether it is above. Since the oil pump 31 is operatively connected to the engine 12, the discharge amount of the oil pump 31 is dependent on the engine rotational speed N _E, also the engine rotational speed N _E is supplied from an engine rotational speed sensor 50 The determination can be made directly based on the signal or indirectly based on the signal supplied from the throttle sensor 56. Therefore, the pump discharge rate judging unit 98, whether the engine speed N _E represented by the signal supplied from the engine speed sensor 50 is greater than the corresponding to the set reference speed TH _E to the reference ejection amount not And / or by determining whether or not the throttle opening θ represented by the signal supplied from the throttle sensor 56 is larger than the reference throttle opening TH _θ set corresponding to the reference discharge amount. Then, it is determined whether or not the discharge amount of the oil pump 31 is sufficient.

  The second speed control means 100 controls the hydraulic control circuit 82 when the shift speed determination means 94 determines to establish the second speed, and the first friction engagement element of the secondary friction engagement elements is controlled. The second speed stage is established by engaging the fourth clutch C4, which is an element, and the third brake B3, which is the second friction engagement element among the secondary friction engagement elements. When it is determined that the discharge amount of the oil pump 31 is equal to or greater than the reference discharge amount, the engagement control of the fourth clutch C4 and the third brake B3 is started at the same time, and the discharge amount of the oil pump 31 is the reference discharge amount. If it is determined that the number of the second clutches is smaller than that, the fourth clutch C4 and the third brake B3 are sequentially engaged.

FIG. 5 is a flowchart for explaining the control valve control function of the electronic control unit 80 shown in FIG. 4. When the automatic transmission 16 is in the neutral state, it is repeated with an extremely short cycle time of about several milliseconds to several tens of milliseconds. It is supposed to run. FIGS. 6 and 7 are diagrams showing changes in the first clutch pressure P _C1 , the fourth clutch pressure PC ₄ and the third brake pressure P _B3 controlled according to the flowchart of FIG. 5, and FIG. FIG. 7 shows a case where the second gear is established. The first clutch pressure _PC1 , the fourth clutch pressure _PC4, and the third brake pressure _PB3 are the engagement pressures of the first clutch C1, the fourth clutch C4, and the third brake B3, respectively.

  First, steps (hereinafter, steps are omitted) S1 to S3 corresponding to the ND control means 92 are executed. In S1, it is determined based on a signal from the lever position sensor 64 whether or not the shift lever 78 has been shifted from the N position to the D position.

If the determination in S1 is negative, this routine is terminated. If the determination is affirmative, in S2, the linear solenoid valve SL1 of the hydraulic control circuit 82 is controlled according to a preset pattern, and the first smoothly raising the clutch pressure _{P C1.} The time point t1 in FIGS. 6 and 7 indicates a time point when the determination of S1 is affirmed.

In subsequent S3, whether N-D control is completed, i.e., whether the engagement operation of the first clutch P _C1 is completed, the line pressure P _L first clutch pressure P _C1 is at its original pressure Judgment is made based on whether or not the pressure has increased to the same pressure. If this judgment is negative, by repeatedly executing the S3, waits until engagement of the first clutch P _C1 is completed.

  6 and 7, the determination of S3 is affirmed. In this case, S4 to S5 corresponding to the gear position determining means 94 are subsequently executed. In S4, it is determined whether or not the first speed start condition is satisfied. If this determination is negative, it is determined in S5 whether or not the second speed start condition is satisfied. For example, when a signal indicating that the snow mode is not selected (that is, a signal indicating that the normal mode is selected) is supplied from the snow mode switch 76, the determination in S4 is affirmed and the snow When the signal indicating that the snow mode is selected is supplied from the mode switch 76, the determination in S5 is affirmed. And when any judgment is denied, S4 and subsequent steps are repeatedly executed.

If the S4 in determination is affirmative, elevated in S6 corresponding to the first speed control means 96 controls the hydraulic control circuit 82, as shown in time point t2 of FIG. 6, the fourth clutch pressure P _C4 And the fourth clutch C4 is engaged.

On the other hand, if the decision of step S5 is affirmative, step S7 corresponding to the pump discharge amount determining means 98, the reference rotational engine speed N _E represented by the signal supplied from the engine rotational speed speed sensor 50 is set in advance It is determined whether or not the speed TH _E is greater than or that the throttle opening θ represented by the signal supplied from the throttle sensor 56 is larger than a preset reference throttle opening TH _θ .

  If the determination in S7 is affirmative, the discharge amount of the oil pump 31 is sufficiently large. In the subsequent S8, the hydraulic control circuit 82 is controlled so that the fourth clutch C4 and the third brake B3 are applied. Supply hydraulic pressure at the same time.

On the other hand, if the determination in S7 is negative, the timer T starts counting in S9. Then, in S10, by controlling the hydraulic control circuit 82, as shown in time point t2 of FIG. 7, to increase the fourth clutch pressure _{P C4,} engaging the fourth clutch C4. In subsequent S11, it is determined whether or not the timer T has exceeded a preset delay time _Td . The delay time _Td is set in advance as a time required for engaging the fourth clutch C4 or a time slightly longer than that.

If the determination in S11 is negative, the system waits by repeatedly executing this S11. If the determination is positive, in S12, the hydraulic control circuit 82 is controlled, as shown at time t3 in FIG. Then, the third brake pressure P _B3 is increased and the third brake B3 is engaged.

As in the above embodiment, if successively performing the engagement of the fourth clutch C4 and the third brake B3 followed engagement of the first clutch C1, the oil pump 31 due to the low rotational speed N _E of the engine 12 the ejection capability a low state, it is possible to suppress the reduction of the fourth clutch C4 and the third engagement when the line pressure P _L of the brake B3, first clutch C1 that has been already engaged is released Can be prevented. Therefore, even when starting at the second gear, the shift shock is suppressed.

  Further, according to the above-described embodiment, when the discharge amount of the oil pump 31 is sufficiently large and no shift shock is generated even when the fourth clutch C4 and the third brake B3 are simultaneously engaged, the shift is promptly performed. There is an advantage to complete.

  As mentioned above, although one Example of this invention was described, this invention can be implemented in the aspect which added the various change and improvement based on the knowledge of those skilled in the art.

  For example, in the ND control means 92 of the above-described embodiment, the automatic transmission 16 is switched from the neutral state to the power transmission state by engaging only the first clutch C1, but during the ND control, In addition to the first clutch C1, another friction engagement element (for example, the brake B2) may be engaged.

In the above-described embodiment, the supply of hydraulic pressure to the third brake B3 is started after the fourth clutch C4 is completely engaged. However, the hydraulic pressure to the fourth clutch C4 and the third brake B3 is started. if at the supply start are different, it is possible to suppress a decrease in the line pressure P _L, before the fourth clutch C4 is not completely engaged, the start of the supply of hydraulic pressure to the third brake B3 Also good.

  In the above-described embodiment, the gear position at the time of starting is determined based on the signal from the snow mode switch 76, but in addition to or instead of it, based on the signal from the differential limiting device. The gear position at the time of start may be determined.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a skeleton diagram illustrating a configuration of a driving force transmission device to which a shift control device for an automatic transmission for a vehicle that is an embodiment of the present invention is applied. FIG. 2 is an engagement table for explaining an engagement operation of a clutch and a brake for establishing each gear stage of the automatic transmission of FIG. 1. It is a block diagram explaining the control system provided in the vehicle in order to control the engine, automatic transmission, etc. of FIG. FIG. 4 is a functional block diagram illustrating a part of the control valve control function of the electronic control device of FIG. 3 and explaining the main part of the function of establishing a predetermined forward speed from the neutral state of the automatic transmission. It is a flowchart explaining the control valve control function of the electronic controller shown in FIG. FIG. 6 is a diagram showing changes in the first clutch pressure _PC1 and the fourth clutch pressure _PC4 controlled according to the flowchart of FIG. 5, and shows a case where the first gear is established. FIG. 6 is a diagram showing changes in the first clutch pressure P _C1 , the fourth clutch pressure P _C4, and the third brake pressure P _B3 controlled according to the flowchart of FIG. 5, and shows a case where the second gear is established. It is a time chart which shows that the 1st clutch C1 is re-engaged by supplying hydraulic pressure to the 4th clutch C4 and the 3rd brake B3 simultaneously.

Explanation of symbols

16: Automatic transmission 31: Oil pump 90: Control valve control means 92: N-D control means 94: Shift speed determination means 96: 1st speed control means 98: Pump discharge amount determination means 100: 2nd speed control means

Claims (3)

A primary friction engagement element that is first engaged when switching from the neutral state to the power transmission state is provided. In a shift stage that is higher than the first speed stage, in addition to the primary friction engagement element, the first friction engagement element is provided. A shift control device for controlling an automatic transmission for a vehicle in which at least two secondary friction engagement elements, which are greater than the first speed stage, are engaged,
A plurality of hydraulic control valves that respectively control the hydraulic pressure supplied to the plurality of friction engagement devices provided in the automatic transmission, using an oil pump operatively connected to the engine as a source pressure;
Control valve control means for controlling the open / closed state of the plurality of hydraulic control valves,
When the automatic transmission is switched from the neutral state to a state in which a higher speed than the first speed is established, the control valve control means is configured to follow the engagement of the primary frictional engagement element and then to A shift control apparatus for an automatic transmission for vehicles, wherein the next friction engagement elements are sequentially engaged. A shift control device for an automatic transmission for a vehicle according to claim 1,
The at least two secondary friction engagement elements engaged at a higher speed than the first speed are engaged with a first friction engagement element that is also engaged at the first speed, and at the first speed. A second frictional engagement element that is not allowed to
The control valve control means, when switching the automatic transmission from the neutral state to a state in which a higher speed than the first speed is established, follows the engagement of the primary friction engagement element and the secondary friction. A control device for an automatic transmission for a vehicle, wherein an engagement element is engaged in the order of the first friction engagement element and the second friction engagement element. The control valve control means is configured such that, even when the automatic transmission is switched from the neutral state to a state in which a higher speed than the first speed is established, the discharge amount of the oil pump is greater than or equal to a preset reference discharge amount. If it is, the engagement control of the said secondary friction engagement element will be started simultaneously, The shift control apparatus of the automatic transmission for vehicles of Claim 1 or 2 characterized by the above-mentioned.

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