JP2814478B2 - Control device for automatic transmission - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION (Industrial applications)   The present invention reduces shift shock during downshift
Of an automatic transmission that improves shift response while shifting
It concerns the device. (Prior art)   Generally, an automatic transmission includes a torque converter,
Multi-stage gear type transmission having a gear mechanism such as a planetary gear mechanism
Structures that are combined with structures are widely used. This
Shift control in such automatic transmissions usually involves a hydraulic mechanism.
The hydraulic circuit is switched by an electromagnetic switching valve
For this reason, the fluid type associated with the multi-stage gear type transmission mechanism
Friction of brakes and clutches as actuators
Switching the engine power transmission system by operating the elements as appropriate
Thus, a required gear is obtained. And
To switch the hydraulic circuit with a magnetic switching valve, the vehicle must be running.
Electronic control that the line state exceeds a predetermined shift line
Detected by the device, the shift-up signal from this device is also
Or selectively select solenoid-operated directional control valve by shift-down signal
, Thereby switching the hydraulic circuit and shifting
It is customary.   In an automatic transmission having this torque converter
Is unavoidable for the torque converter to slip,
The output of the engine output shaft and torque converter
With lock-up mechanism for direct connection to the force axis
Is increasing. This lock-up mechanism is
Lock the hydraulic pressure supply to the associated hydraulic actuator.
The lock is controlled by electromagnetic means for backup.
To perform lockup (direct connection) or lockup release
It has become. And this lockup or lock
Cancellation of release is determined in advance by the electromagnetic control device.
Based on the lock-up characteristics
Lock-up signal or lock-up
This is usually done by outputting a lock release signal.
is there.   Thus, an automatic transmission having a lock-up mechanism
If so, by shifting gears in the lock-up state
Japanese Patent Application Laid-Open No. 56-39354 to avoid a large shock
As shown in the figure, even during lock-up,
Lock-up is released once, and torque fluctuations due to shifting
(Difference in engine speed) is absorbed by the torque converter
Generally, such control is performed. This
For such objects, as can be seen in the above publication,
Shift shock more fully when the downshift is performed
First, to output the lock-up release signal,
Shift-down later than this lock-up release signal output
It outputs a signal. To elaborate on this point,
Shifting is often done during deceleration,
If you want to reduce shift shock more,
The smaller the difference between the engine speeds before and after, the better,
In order to unlock the engine,
By reducing the load and increasing the engine speed, this engine
It is preferable to shift down after the engine speed has risen
Things. And the engine associated with unlocking
It takes a certain amount of time to increase the
Output signal lags lock-up release signal output
To do it.   However, as described above, the shift-down signal output is
If the delay is longer than the lock-up release signal output,
Also has poor gear shifting response (
The time between them becomes longer).
There may be cases where they do not match. That is, downshifting is usually
While this is often done during deceleration, for example, kick dow
There is also a case where aggressive acceleration such as
In such a case, the downshift
The response delay of the vehicle does not follow the driver's sense
U. (Object of the invention)   The present invention has been made in view of the above circumstances.
The driver does not know when shifting down
Change as much as possible while alleviating uncomfortable uncomfortable shift shocks
Improve the speed feeling by increasing the quick response
An object of the present invention is to provide an excellent automatic transmission control device.
You. (Structure of the invention)   In the present invention, even if the same shift down, the driver
Dude when downshifting when you want to accelerate
The shift shock is foreseen by the driver in advance.
Or rather a feeling of power and a desirable tendency
Even taking into account certain points,
By looking at the magnitude of the gin load,
It is possible to know whether it is in the driving range where a pleasant shift shock occurs.
It is made by paying attention to. Specifically, the present invention
As shown in the block diagram of FIG.
There is such a configuration. That is, A torque converter connected to the engine output shaft, Gear type transmission connected to the output shaft of the torque converter
Mechanism and The engine output shaft and the output shaft of the torque converter;
Lock-up mechanism to intermittently Fluid actuator for performing a shifting operation of the gear type transmission mechanism
Transmission electromagnetic means for controlling the supply of pressurized fluid to the motor
When, A fluid actuator for performing an intermittent operation of the lock-up mechanism
Lockup to control the supply of pressure fluid to the eta
Electromagnetic means for; Based on predetermined shift characteristics,
Shift up signal or shift down for electromagnetic means
Shift control means for outputting a shift signal, Based on predetermined lock-up characteristics,
Lock-up signal for lock-up electromagnetic means
Or lock-up system that outputs a lock-up release signal
Means, An engine for detecting whether the engine load is greater than a predetermined value.
Gin load amount detection means, Shift to the shifting electromagnetic means in lock-up state
When the down signal is output, the engine load amount detection
Based on the signal from the gear, the engine load is
Lock-up release of the shift-down signal when
From a signal output to a predetermined delay condition set in advance
Output at the timing after the delay based on
If the gin load is greater than the predetermined value, shift down
Without delaying the signal based on the delay condition.
Output timing to output in synchronization with lockup release signal
Adjusting means, A control device for an automatic transmission, comprising: (Example)   Hereinafter, embodiments of the present invention will be described with reference to the accompanying drawings.
You.   Cross section and hydraulic control of mechanical parts of electronically controlled automatic transmission
In FIG. 2 showing the control circuit, the automatic transmission AT
The converter 10, the multi-gear transmission 20 and the torque converter
Gear between the motor 10 and the multi-gear transmission 20.
-Drive planetary gear transmission mechanism 50
I have.   The torque converter 10 is connected to the engine output shaft 1
Pump 11 and a turbine arranged opposite to the pump 11
12 and between the pump 11 and the turbine 12
It has a stator 13, and a turbine 12 has a converter output shaft 14
Are combined. Between the converter output shaft 14 and the pump 11
A lock-up clutch 15 is provided between them. this
The lock-up clutch 15 circulates in the torque converter 10.
The direction of engagement, that is, the engine
Lock up output shaft 1 and torque converter output shaft 14
(Direct connection) and supplied from outside.
Is held open by the opening hydraulic pressure.
ing.   The multi-stage gear transmission mechanism 20 includes a front-stage planetary gear mechanism 21 and a rear-stage
A sun gear 23 of the front planetary gear mechanism 21 having a star gear mechanism 22
And the sun gear 24 of the rear planetary gear mechanism 22 via a connecting shaft 25.
Connected. The input shaft 26 of the multi-stage gear transmission 20
To the connecting shaft 25 via the front clutch 27, and to the rear clutch
28 to the internal gear 29 of the front planetary gear mechanism 21
Each is connected. 25 connecting shafts
The front brake is located between the sun gears 23 and 24 and the transmission case.
A key 30 is provided. Planetary gear of the first stage planetary gear mechanism 21
Internal gear of recarrier 31 and rear planetary gear mechanism 22
33 is connected to the output shaft 34, and the plug of the rear planetary gear mechanism 22 is connected.
Rear brake is provided between spoiler carrier 35 and the transmission case.
A key 36 and a one-way clutch 37 are interposed.   In the overdrive planetary gear mechanism 50,
Planetary gear supported rotatably by planetary gears 51
The rear 52 is connected to the output shaft 14 of the torque converter 10 and
Gear 53 is connected to an internal gear 55 via a direct coupling clutch 54.
Is to be combined. Sun gear 53 and gearbox
An overdrive brake 56 is provided between the
In addition, the internal gear 55 is
It is connected to the force shaft 26.   The multi-gear transmission mechanism 20 is of a conventionally known type and has three forward gears.
And one reverse gear, clutches 27 and 28 and
Required gears by operating the
What you can get. Planet for overdrive
The gear transmission mechanism 50 includes a brake 56
Is released, the shafts 14 and 26 are directly connected.
On the other hand, when the brake 56 is engaged and the clutch 54 is released
The shafts 14 and 26 are overdriven.   The automatic transmission AT described above has a structure as shown in FIG.
A hydraulic control circuit CK is provided. This hydraulic control circuit CK
Oil pump 100 driven by engine output shaft 1
Discharge from oil pump 100 to pressure line 101
The pressure of the adjusted hydraulic oil is adjusted by the
Guided to the recto valve 103. Select valve 103 is 1, 2,
D, N, R, and P shift positions.
When 103 is in the 1, 2 and D positions, pressure line 101 is
It communicates with the ports a, b, and c of the select valve 103. port
a is connected to the actuator 104 for operating the rear clutch 28
When the valve 103 is in the above position, the rear
The switch 28 is held in the engaged state. Port a is 1-
It is also connected near the left end of the 2-shift valve 110,
Is pressed to the right in the figure. Port a is
The right end of the 1-2 shift valve 110 via the first line L1
The right end of the 2-3 shift valve 120 via the second line L2
The right end of the 3-4 shift valve 130 via the third line L3
Connected to each other.   The first, second and third lines L1, L2 and L3
Are the first, second and third drain lines DL, respectively.
1, DL2 and DL3 are branched and these drain lines
Drain lines DL1, DL2, DL3
, Second, and third solenoid valves SL1 and SL for opening and closing valves
2, SL3 is connected. The above solenoid valves SL1, SL2,
SL3 is excited with line 101 and port a communicating
Then, close each drain line DL1, DL2, DL3, and
As a result, the pressure in the first, second, and third lines is increased.
ing.   Port b is also connected to second lock valve 105 via line 140
This pressure is applied to the second lock valve 105
Acts downward in the figure. Seca
When the spool of the lock valve 105 is at the lower position,
In 140 communicates with line 141 and hydraulic pressure is applied to front brake 30
Is introduced into the engagement side pressure chamber of the
Hold the brake 30 in the operating direction. Port c is second
Connected to the lock valve 105, this pressure is
Acts upward. In addition, port c
Connected to a 2-3 shift valve 120 via a pressure line 106
I have. This line 106 corresponds to the solenoid of the second drain line DL2.
When the id valve SL2 is excited, the pressure in the second line L2 increases.
This pressure causes the spool of the 2-3 shift valve 120
When it is moved to the left, it communicates with the line 107. La
The in 107 releases the actuator 108 of the front brake 30
Connected to the side pressure chamber, and when hydraulic pressure is introduced into the pressure chamber.
The actuator 108 resists the pressure in the engagement side pressure chamber.
The brake 30 is operated in the release direction. Also, line 107
Pressure is also applied to the actuator 109 of the front clutch 27.
Then, the clutch 27 is engaged.   The select valve 103 communicates with the pressure line 101 at one position.
Port d, which is connected via line 112.
After reaching 1-2 shift valve 110 and further via line 113
Connected to the actuator 114 of the side brake 36. 1-
The two-shift valve 110 and the two-three shift valve 120 output a predetermined signal.
When the solenoid valves SL1 and SL2 are excited by
The line is switched by moving the
The rake or clutch is activated, 1-2, 2 respectively
-3 is performed. Also, the hydraulic control circuit CK
Cutback valve 11 for stabilizing the hydraulic pressure from pressure regulating valve 102
5, line pressure from pressure regulating valve 102 according to the magnitude of intake negative pressure
Change the vacuum throttle valve 116, this slot
A throttle backup valve 117 is installed to assist the
Have been killed.   Furthermore, the hydraulic control circuit CK of this example has an overdrive
Clutch 54 and brake 56 of planetary gear mechanism 50 for
3-4 shift valve 130 and actuator
An eta 132 is provided. Engagement of actuator 132
The side pressure chamber is connected to a pressure line 101,
The brake 56 is pushed in the engagement direction by the pressure 01.
The 3-4 shift valve is also the same as the 1-2, 2-3 shift valve 11 described above.
Similarly to 0 and 120, when the solenoid valve SL3 is excited,
The spool 131 of the 4-shift valve 130 moves downward, and the pressure line
Line 101 and line 122 are cut off, and line 122 is drained.
It is. This allows the actuator 132
There is no oil pressure acting on the release side pressure chamber, and the brake 56
Actuate in the direction of engagement and actuate clutch 54
The motor 134 acts to release the clutch 54.   In addition, the hydraulic control circuit CK of this example has lock-up control
A valve 133 is provided, and the lock-up control valve 133
Connected to port a of select valve 103 via line L4
ing. From this line L4, drain lines DL1, DL2,
Drain line provided with solenoid valve SL4 as well as DL3
DL4 branches. Lock-up control valve 133 is
When the id valve SL4 is excited, the drain line DL4 is closed and the
When the pressure in the IN L4 increases, the spool
Block line 123 and line 124, drain line 124
The clutch 15 in the operating direction.
ing.   In the above configuration, each gear and lock-up
The operating relationship of each solenoid, each gear and clutch,
The following Tables 1 to 3 show the brake operation relationship.   FIG. 3 shows a hydraulic control associated with the automatic transmission AT described above.
By controlling the circuit CK, shift control and lock-up control are performed.
Control device for an automatic transmission AT according to the present invention adapted to perform
An example of the arrangement is an engine EN in which the automatic transmission AT is incorporated.
Both are shown.   In FIG. 3, the control unit 200 is provided with an automatic transmission.
Lock-up that performs lock-up control for the machine AT
A control circuit 201, a shift control circuit 202 that performs shift control,
It is assumed to include. Also, the torque of the automatic transmission AT
The speed of the output shaft 14 of the converter 10 and therefore the turbine speed
The rotation speed TSP is added to the turbine speed sensor TS attached to it.
Detected in the intake passage 203 of the engine EN
The throttle opening TH of the throttle valve 204 is negative for the engine.
It is detected by the load sensor LS.   Turbine speed obtained from turbine speed sensor TS
The signal St is output from the lock-up control circuit 201 and the shift control circuit.
Route 202 and is obtained from the engine load sensor LS.
The throttle opening signal Sn is output to the lock-up control circuit.
201 and a speed change control circuit 202. Here,
Means that the turbine speed TSP is equal to the vehicle speed and the throttle opening T
H is handled as information corresponding to each engine load
Will be   The shift control circuit 202 of the control unit 202
Turbine speed signal St from bin speed sensor TS,
Throttle opening signal Sn from gin load sensor LS and figure
From a running mode sensor that detects running modes that are not shown.
The information obtained is, for example, the turbine speed shown in FIG.
-Changes predetermined based on engine load characteristics;
Upshift and downshift in speed map
The line is collated to calculate whether or not to shift. Soshi
Depending on the result of this calculation, the shift-up signal Cp or
Transmits the downshift signal Cp 'to the first and second hydraulic control circuits CK.
2. Output to 3rd solenoid valve SL1, SL2, SL3
Are selectively excited in the manner shown in Table 1 to
If the gear position of the dynamic transmission AT is changed to a higher gear position (shift up)
Control to shift to lower gear (shift down).
And before the output of the downshift signal Cp ',
The signal Sr indicating that the output of
Output to 1.   The lock-up control circuit 201 of the control unit 200
Is the same as that in the above-described shift control circuit 202.
-Turbine rotation speed St and engine speed from bin rotation speed sensor TS
Throttle signal Sn from the load sensor LS and running
Information indicated by the mode signal is, for example, as shown in FIG.
Turbine speed-based on engine load characteristics
The lock-up operation line of the shift map determined in advance and
Should the lockup be done against the lockup release line?
An operation to determine whether to release lockup is performed. And this
The lock-up operation signal Cq or
The lock-up release signal Cq 'is sent to the fourth solenoid of the hydraulic control circuit CK.
Output to the solenoid valve SL4.   As described above, the shift up is performed based on the shift up signal Cp.
The shift down is performed based on the shift down signal Cp ′.
Is performed and based on the lock-up operation signal Cq.
Lock-up operation is performed based on the lock-up release signal Cq '.
Lock-up is released, especially in the present invention.
Down in the lock-up operation state.
Shift-down signal Cp 'and lock-up release signal C
The characteristic is the output timing with q '.
This will be described in detail.   Now, follow the lock-up operation line in FIG.
The backup slot is active,
Fig. 4 shows the turbine speed TSP 'with respect to the throttle opening TH'.
When the speed exceeds the downshift line shown in
Means that the signal Sr is locked up from the transmission control circuit 202.
Lock-up release signal C output to control circuit 201 immediately
q 'is output to the fourth solenoid valve SL4 of the hydraulic control circuit CK.
And the output of the lock-up release signal Cq '
At a later-described timing, the shift-down signal Cp '
First, second, and third solenoid valves ASL1, SL2, S of control circuit CK
Output to L3.   During this downshift, the engine load is
If it is smaller, lock it first, as shown in Figure 13.
Lock control circuit 201 locks the fourth solenoid valve SL4.
The lockup release signal Cq 'is output and the lockup
Time t at which the removal signal Cq 'was output₁Later time t_TwoSif
Down signal Cp 'is output. This actually allows the system
Engine speed as much as possible
Is raised to prevent an uncomfortable shift shock. Of course
Of course, if the engine load is smaller than the predetermined value,
Sized so that the shock is practically not a problem
The predetermined value is set as described above.   When the engine load is larger than the predetermined value,
Is the lock-up release signal C as shown in FIG.
q ′ and the downshift signal Cp ′ are synchronized (time t₁time
Output). This allows for quick downshifts
Done (completed) and with good shifting response
Become. Of course, in this case, the engine load is lower than the predetermined value.
Because it is large, that is, the engine speed is high to some extent
Shift shock is unlikely or will occur
It is small and, as mentioned above,
It does not tend to feel uncomfortable for the driver
As a result, the speed change response has been improved.
Will be excellent.   Note that, regardless of the magnitude of the engine load, the time t_ThreeBecame
At this point, the state is returned to the lock-up operation state again.   The control unit 202 that performs the control as described above is an example.
For example, it can be configured by a microcomputer.
The microcomputer that constitutes the control unit 200
The operation program of the computer is, for example, shown in FIGS.
Are executed according to the flowchart shown in FIG.
Hereinafter, this flowchart will be sequentially described.
You. Overall control   FIG. 5 shows an overall flowchart of the shift control, and
Speed control is first performed in step S1 as can be seen from this figure.
It is performed from the initialization setting. This initial
Setting switches the hydraulic control circuit of the automatic transmission.
Initialize each control valve port and required counter
The gear transmission mechanism 20 to the first speed, lock-up clutch
Set switch 15 to release. After this, the control unit
Initialize and complete 200 working areas
I do.   Next, in step S2, the position of the select valve 103, that is,
Read the shift range. Then read this in step S3
Determine whether the shifted range is "1 range"
You. When the shift range is "1 range",
Lock-up is released in step S4, then 1 in step S5
Downshift to high speed and engine overrun
Is calculated. Determined to overrun in step S6
The gear transmission mechanism 20 is shifted to the second speed in step S7.
Control the shift valve to change gears. Don't overrun
When it is determined that the
In step S8, the speed is shifted to the first speed.   If the shift range is not "1 range" in step S3
, The shift range is “2 ranges” in step S9
Is determined. The range is "2 ranges"
The lock-up is released in step S10,
Next, in step S11, the speed is changed to the second speed. On the other hand,
In step S9, it is determined that the shift lens is not "2 range"
The shift range is in the D range.
In this case, in step S12 described below,
Upshift control, downshift control in step S13
Control and lock-up control in step S14.
Will be   Steps S7, S8, S11, and S14 are completed as described above.
Then, the process returns to step S2, and the above-described routine is repeated.
Is obtained. Upshift control   Subsequently, the shift-up control (step S1 in FIG. 5)
2) will be described in detail with reference to FIG.   First, the gear position, that is, the position of the gear transmission mechanism 20 is changed.
This is performed from reading. Next, this read
In step S21, based on the gear position,
It is determined whether or not there is. When not in 4th gear,
In step S22, the current throttle opening TH 'is read, and the
Shift up map according to throttle opening in map S23
Data TSP₁Is read. The example of this shift map is
Shown in the figure. Next, in step S24, the current turbine speed TS
Read out P 'and add the current turbine speed TSP'
Shift-up map data TSP read and written₁In the light of
In step S25, the current turbine speed TSP 'is
Shift line Mfu in relation to torque opening₁Settings tab shown in
-Bin rotation speed TSP₁Determine if it is greater than.   The current turbine speed TSP 'is equal to the throttle opening TH
In the relationship above, the set turbine speed TSP₁Greater than
Sometimes, in step S26, a flag for one-step shift-up is performed.
1 is read, and the read flag 1 is 0 or 1
Whether it is in reset or set state
Judge. Flag 1 indicates that one-step upshift has been executed
In this case, it is changed from 0 to 1 and is shifted up one step.
When the flag 1 storing the
After setting the flag 1 to 1 in step S27, the shift is performed in step S87.
To complete the one-stage shift-up control.
You.   In the above step S26, the one-stage shift-up control system
When the flag 1 in the system is 1 or not
Completes the control as it is.   Also, at the first stage, whether the 4th speed
In some cases, the control is completed as it is. In addition,
In step S25, the current turbine speed TSP 'is reduced to the throttle opening TH.
Shift line Mfu in relation to₁Settings indicated by
Bin rotation speed TSP₁If it is determined that the
TSP in Tep S29₁Multiplied by 0.8, for example,
New shift line Mfu shown_TwoNew set turbine speed on
TSP_TwoSet. Next, in step S30, the current turbine
The rotation speed TSP 'is equal to the speed_TwoSetting turbine shown in
Speed TSP_TwoIt is determined whether or not TSP is greater than TSP '._Two
Is larger, the flag 1 is reset in step S31.
And prepare for the next cycle, and conversely, TSP from TSP '._Twoof
If this is not the case, then shift down control
Transition. Shift down control   The shift-down control (step S13 in FIG. 5)
According to the downshift transmission control subroutine shown in FIG.
Be executed. This downshift control is a shift up control.
First, read the gear position
Is performed. Next, this read gear position
In step S41, it is determined whether the current speed is the first speed.
Is determined. If it is not the first speed, in step S42
After reading the throttle opening TH, read this in step S43.
Shift down map according to the throttle opening TH
Data TSP₁Is read. Example of this downshift map
Is shown in FIG. Next, in step S44, the current turbine
The rotation speed TSP 'is read out, and this turbine rotation speed TSP' is
The setting tab, which is the data of the read downshift map
-Bin rotation speed TSP₁The current turbine speed TS
P 'shifts down in relation to throttle opening TH
Shift line Mfd₁Set turbine speed TSP shown in₁Smaller
It is determined in step S45 whether or not it is.   Current turbine speed TSP₁Is the above set turbine speed
TSP₁If it is smaller, the one-step shift shift is performed in step S46.
Read the flag 2 for the Flag 2 is one-stage shift
When it goes down, it is changed from 0 to 1.   Next, whether this flag 2 is 0 or 1,
It is determined whether it is in the state or the set state. Flag 2
When in the reset state, the flag 2 is set to 1 in step S47.
And shift down by one gear in step S48.
Step shift down control is completed.   In step S46, it is determined that the flag 2 is set.
Downshift is not possible when
Control is completed as it is.   In step S45, the current turbine speed T
SP 'is a one-step downshift line Mfd₁Settings shown in
Bin rotation speed TSP₁If it is not smaller,
Read the shift down map according to the current throttle opening
And in step S49, the shift line Mfd of this map₁Shown in
Set turbine speed TSP₁Multiplied by 1 / 0.8, for example,
Shift line Mfd_TwoNew set turbine speed TSP_TwoThe set
I do. Next, at step S50, the current turbine speed TS
P ′ is the above shift line Mfd_TwoSet turbine speed TSP shown in
_TwoIf it is smaller, control is completed as it is
If not, reset flag 2 to 0 in step S51.
Control to complete and then shift to lock-up control.
You.   Note that the upshift control and the shift
When shifting is not performed in shift down shift control
Multiply the shift line on the map by 0.8 or 1 / 0.8
It is the engine rotation that forms the fast lines and creates hysteresis.
Speed and turbine speed are at the critical speed,
Chattering is caused by frequent operations
This is to prevent Lock-up control   Next, the lock-up control will be described with reference to FIG.
(Step S14 in FIG. 5).   First, the lock-up control is executed in step S61.
After reading the throttle opening TH ', in step S62,
Lock-up OFF map, that is, lock-up OFF (
Shift line Moff (No.
According to the map shown in Fig. 11), it corresponds to the throttle opening.
Set turbine speed TSP₁Is read. Next,
In step S63, the current turbine speed TSP 'is read, and the
In step S64, the read current turbine speed TSP ′ is
Check this lock-up OFF map
The rotation speed TSP 'is the setting turbine indicated by the shift line MOFF.
Rotation speed TSP₁It is determined whether it is greater than. Current
-The turbine speed TSP 'is the set turbine speed TSP₁Less than
The lock-up is released in step S65.
To end.   On the other hand, the current turbine speed TSP '
TSP₁If it is larger than the
Lockup ON map, that is, lockup ON (actuation)
Shift line Mon used for the control for setting the state (Fig. 11
From the map that shows the throttle opening TH
Another set turbine speed TSP_TwoRead out, then
In step S67, the current turbine speed TSP 'is
Speed TSP_TwoIt is determined whether it is greater than or equal to. And
TSP from TSP '_TwoIf is larger, in step S68
Activate the backup and finish, while TSP '_Twoof
If it is not larger, the process ends. Lock-up control during downshift   Downshift signal is output during lockup operation
Of shift-down signal and lock-up release signal at the time of
The timing is adjusted by the subroutine shown in Fig. 12.
It is done.   First, in step S81, step S49 (see FIG. 8)
Read the contents. Next, at step S82, at step S81
It is determined whether the read content is downshift,
If it is not a downshift, the control is terminated. one
If it is determined in step S82 that the gear is downshifted,
In step S83, whether the lock-up operation is
It is determined that it is not in the lock-up operation state
If the lock-up operation is
If it is determined that the lock-up is released in step S84.
It outputs the removal signal Cq '.   Thereafter, in step S85, the engine load is
Whether it is larger than the predetermined value α set in advance,
The throttle opening TH corresponding to the engine load is TH ≧ α
Is determined. This engine load is higher than the specified value.
If it is larger, that is, if TH ≧ α, go to step S86.
And outputs a downshift signal Cp '. Also, if TH ≧ α
If not, set the delay condition in step S87
In step S88, it is determined that the delay condition is satisfied.
Wait, and after meeting the delay condition, proceed to step S86.
And outputs a downshift signal Cp '.   Thus, when the engine load is larger than the predetermined value,
Or shift-down signal output and lock-up release signal Cq '
Is output synchronously, and the engine load is
When it is smaller, it is behind the output of lock-up release signal Cq '
Thus, a downshift signal Cp 'is output.   Here, an example of the delay condition in step S87 is
For example, the following can be obtained. Set a fixed time by timer means. This place
In this case, a timer means for setting a certain time is sufficient.
This makes it easy to manage the delay time and the structure of this part
Configuration can be simplified. The timer means sets the delay time according to the type of shift.
What to cut. As a result, it is effective according to the type of shift
Shift shock can be effectively prevented. That is,
Usually, in an automatic transmission, the type of shift (for example,
Speed from 2nd speed to 2nd speed and 4th speed to 3rd speed)
Therefore, the hydraulic transmission paths are different, etc.
The downshift is actually started from the downshift signal output.
There is a difference in the response delay time until
From lock release signal output until lock-up is actually released
The response delay time of
Is almost constant because its line pressure is almost constant
However, according to the above description, there is no effect on the mode of the shift shock.
By compensating for the difference in the response delay time given above,
To effectively prevent shift shocks.
Wear. The delay time according to the engine load is set by the timer means.
What to cut. In this case, the shift shock mode is affected.
Depending on the relevant engine load, effectively
Shift shock can be prevented. By means of timer, according to the rate of change of engine speed
Set delay time. In this case, shift shock
Depending on the rate of change of engine speed
Can effectively prevent the shift shock.
You. Until the engine speed tends to increase
(Shift down when engine speed is on the rise
Output signals such as engine
When the rate of change of the rotational speed dESP / dt ≧ 0, it tends to increase
When it becomes). In this case,
Changes in viscosity and aging of hydraulic oil of high-speed gearboxes and automatic transmissions
Shift-down signal output caused by individual differences
Response delay from force to actual start of downshift
Effectively prevents shift shock by compensating for time differences, etc.
I can do it. That is, usually, in an automatic transmission,
The line pressure changes depending on the amount of the throttle opening.
Downshift signal for various reasons or for various reasons.
Response delay from force to actual start of downshift
Considering differences in time that are difficult to quantify in advance
However, by performing the above, these various
Response affecting mode of shift shock caused by vehicle
The shift shock is effectively compensated for
Can be effectively prevented. In this example,
The detection of whether the engine speed has been on the rise
-At least lock up without looking at the bin rotation speed
I will look at the rotation speed on the engine side than the clutch 15
You.   Although the embodiment has been described above, the electronic control circuit 200
When using a microcomputer, digital
It can be configured by both formula and analog
You. Also, the engine speed is increasing or decreasing
To find out if dT / SP / dt
It may be determined according to the acceleration obtained. In this case,
Shifts to a rising or falling engine speed
To know when to do it early, and to improve responsiveness
It will be preferable. Furthermore, as the engine load,
By appropriate means such as intake pressure, accelerator pedal depression amount, etc.
Can be detected, and as the engine speed,
In addition to the turbine speed, the speed of the engine output shaft itself
Or detected by the output shaft speed of the gear-type transmission 20
can do. (The invention's effect)   As is apparent from the above description, the present invention
Shift responsiveness while preventing uncomfortable shift shocks during downtime
Can increase the shift feeling
Things are obtained.   Also, the size of the engine load that can be detected very easily
Therefore, the control for preventing the shift shock and improving the shift response is performed.
In other words, unpleasant shift shocks
Improved to know whether or not gear shifting is performed.
Therefore, what is preferable in terms of ensuring ease of control is obtained.
Can be

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is an overall configuration diagram of the present invention, and FIG. 2 is a diagram showing a cross section of a mechanical portion of an automatic transmission and a hydraulic circuit thereof. FIG. 3 is an overall system diagram showing one embodiment of the present invention. FIG. 4 is a diagram showing an example of a shift diagram. FIG. 5, FIG. 6, FIG. 8, FIG. 10, and FIG. 12 are flowcharts showing an example of the control contents of the present invention. FIG. 7 is a diagram showing an example of a shift up map. FIG. 9 is a diagram showing an example of a downshift map. FIG. 11 is a diagram showing an example of a lockup map. FIG. 13 is a diagram showing output timings of a lock-up release signal and a shift-down signal when the engine load is smaller than a predetermined value in relation to the engine speed and the turbine speed. FIG. 14 is a diagram showing output timings of a lock-up release signal and a shift-down signal when the engine load is larger than a predetermined value, in relation to the engine speed and the turbine speed. 1: Engine output shaft 10: Torque converter 14: Torque converter output shaft 15: Lock-up clutch 20: Multi-gear transmission 200: Control unit 201: Lock-up control circuit 202: Shift control circuit EN: Engine LS: Engine load sensor SL1 ~ SL4: Solenoid valve ESP: Engine speed TSP: Turbine speed

Continuation of front page    (72) Inventor Toshiyuki Kikuchi               Pine, 3-1, Shinchi, Fuchu-cho, Aki-gun, Hiroshima               DA Co., Ltd. (72) Inventor Seiji Yashiki               Pine, 3-1, Shinchi, Fuchu-cho, Aki-gun, Hiroshima               DA Co., Ltd.                (56) References JP-A-57-76359 (JP, A)                 JP-A-57-6151 (JP, A)

Claims (1)

(57) [Claims] A torque converter connected to an engine output shaft; a gear-type transmission mechanism connected to the output shaft of the torque converter; a lock-up mechanism for intermittently connecting the engine output shaft and the output shaft of the torque converter; A shift electromagnetic unit that controls supply of pressure fluid to a hydraulic actuator that performs a shift operation of a transmission mechanism; and a lock-up electromagnetic unit that controls supply of pressure fluid to a hydraulic actuator that performs an intermittent operation of the lock-up mechanism. A shift control means for outputting a shift-up signal or a shift-down signal to the shift electromagnetic means based on a predetermined shift characteristic; and the lock-up electromagnetic based on a predetermined lock-up characteristic. Lock-up signal or lock-up release signal Lock-up control means for applying power, engine load amount detecting means for detecting whether the engine load is greater than a predetermined value, and when the shift-down signal is output to the shift electromagnetic means in the lock-up state, the engine load Based on a signal from the amount detection means, when the engine load is smaller than the predetermined value, the timing after the shift-down signal is delayed from the output of the lock-up release signal based on a predetermined delay condition set in advance. Output timing adjusting means for outputting a shift-down signal in synchronization with a lock-up release signal without delaying based on the delay condition when the engine load is larger than the predetermined value. A control device for an automatic transmission.