JP2855150B2 - Control device for automatic transmission with lock-up clutch - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an automatic shift mode in which a shift stage is automatically set according to a running state such as a vehicle speed and a throttle opening, and a manual shift mode in which a shift stage is set by manual operation. The present invention relates to a control device for an automatic transmission with a lock-up clutch that can select a mode.

[0002]

2. Description of the Related Art Japanese Unexamined Patent Publication (Kokai) No. 57-184751 discloses an automatic transmission having a torque converter with a lock-up clutch, when the depression amount of an accelerator pedal is zero (during deceleration), regardless of other conditions. A technique for controlling a lock-up clutch to a released state is described.

[0003] Japanese Patent Application Laid-Open No. 2-8545,
JP-A-125174 discloses an automatic transmission in which an automatic shift mode for automatically setting a shift stage and a manual shift mode for manually setting a shift stage can be appropriately selected by a driver. According to this device, when the manual shift mode is selected, an arbitrary shift speed can be selected according to the driver's intention, and a shift operability with a good response to an accelerator operation can be obtained.

[0004]

However, the following inconvenience arises when the above-mentioned technique for preferentially controlling the release of the lock-up clutch during deceleration is applied to the automatic transmission capable of selecting the manual shift mode. Occurs.

That is, when the manual shift mode is selected, it is desired to ensure as good a response to the accelerator operation as possible including the effect of the engine brake. However, if the lock-up clutch is controlled to be released during deceleration as described above,
The effect of the engine brake becomes insufficient, and as a result, it becomes difficult to secure a good response.

SUMMARY OF THE INVENTION The present invention has been made in view of such a conventional problem. An automatic transmission with a lock-up clutch which can increase the number of states in which engine braking is sufficiently effective when a manual shift mode is selected. It is an object to provide a control device.

[0007]

SUMMARY OF THE INVENTION As shown in FIG. 1, the present invention provides a shift mode selecting means for selecting an automatic shift mode for automatically setting a shift stage and a manual shift mode for manually setting a shift stage. In addition to executing the basic control for directly engaging the lock-up clutch by engaging the lock-up clutch except for the specific conditions, one of the specific conditions includes establishment of a vehicle deceleration condition. And a lock-up clutch control means for performing control for releasing the lock-up clutch.When the manual speed-change mode is selected, the lock-up clutch when the deceleration condition is satisfied is provided. The above problem has been solved by providing means for inhibiting release control.

[0008]

In the control device for an automatic transmission according to the present invention, when the manual shift mode is selected, the lock-up clutch release control when the deceleration condition is satisfied is prohibited. Therefore, at that time, the control returns to the basic control. The term "basic control" as used herein means "control for engaging the lock-up clutch except for specific conditions". As a result, the conditions under which the lock-up clutch should be engaged are expanded, and the engine brake The number of states (areas) in which can be effectively applied increases.

When the automatic shift mode is selected, the lock-up clutch release control when the deceleration condition is satisfied is performed without prohibition, so that a soft engine brake utilizing the buffer action of the torque converter works.

[0010]

An embodiment of the present invention will be described below with reference to the drawings.

FIG. 2 is a block diagram showing a basic configuration of one embodiment of the present invention. E is an engine, A is an automatic transmission, and C is a hydraulic control device of the automatic transmission.

The automatic transmission A includes an automatic shift mode for automatically setting a shift speed in accordance with a running state, and a manual shift mode for setting a shift speed based on a manual operation (here, "direct shift mode"; And "DM") can be selected by operating the shift lever.

The opening of the throttle valve 10 of the engine E is adjusted by an actuator 11, and the actuator 11 is controlled by an engine electronic control unit (E-ECU) 12.
Is controlled by

The engine electronic control unit 12 has a central processing element (CPU), a storage element (ROM, RAM) and an input / output interface as main elements, and is provided with a sensor 14 for detecting the depression amount of an accelerator pedal 13. , A vehicle speed signal, a brake signal from a side brake switch or a foot brake switch, an engine water temperature signal, and the like. And
The throttle valve 10 is set to a predetermined opening by operating the actuator 11 in accordance with the operation amount of the accelerator pedal 13, and the fuel injection amount by the fuel injection device 15 is controlled to an amount suitable for the throttle opening.

In the automatic transmission A, a solenoid valve (not shown) of the hydraulic control device C is controlled by an electronic control unit (A-ECU) 16 for the automatic transmission, and a manual valve (FIG. (Not shown) to achieve a predetermined gear position.

As shown in FIG. 2, the shift device 17 includes a parking range (P), a reverse range (R), a neutral range (N), a drive range (D), a three range (3), and a two range (2). , L range (L) and a direct mode range (DM) for manual gear shifting can be switched and selected by the shift lever 18.

When the direct shift mode (DM) range is selected, an operation signal is sent to the electronic control unit 16 for the automatic transmission by a switch provided on the shift lever, thereby manually changing the first gear to the fourth gear. Any gear up to the gear can be set.

Briefly describing this point, as shown in FIG. 4, a plus (+) switch 18 for shifting the gear position in the up direction is provided above the shift lever 18.
A is provided in front of a lower portion of the shift lever 18 for shifting the gear position in the down direction.
A switch 18B is provided. When these switches are pressed while the shift lever 18 is positioned in the direct shift mode (DM), the transmission normally shifts up one shift (+) or one down shift (-) for the current gear. I do. This operation is configured so as to be effective only in the direct shift mode (DM).

The electronic control unit 16 for the automatic transmission shown in FIG.
Are central processing elements (CPU) and storage elements (ROM, R
AM) and an input / output interface as main elements. According to a shift position signal input from the shift device 17, the selected mode is an automatic shift mode or a manual shift mode (direct shift mode).
In the direct shift mode selection state, the plus switch 18A or the minus switch 1
The gear position is determined according to the signal from the gear 8B, and a gear change command signal corresponding to the gear position is output to the hydraulic control device C.

The electronic control unit 16 for the automatic transmission includes:
Signals such as a turbine rotation signal, a vehicle speed V, an accelerator operation amount θ, a brake signal, an engine water temperature, and a pattern select signal are input.

Next, the mechanical structure of the automatic transmission A will be described with reference to the skeleton diagram of FIG.

This automatic transmission A has a torque converter 21 having a lock-up clutch 20 and a second transmission section (overdrive mechanism) having a set of planetary gear mechanisms.
30 and a first transmission section (underdrive mechanism section) 40 for setting a plurality of forward speeds and reverse speeds by two sets of planetary gear mechanisms.

The second transmission section 30 performs two-stage switching between high and low. The carrier 31 of the planetary gear mechanism is connected to the turbine runner 22 of the torque converter 21. A clutch C0 and a one-way clutch F0 are provided between the carrier 31 and the sun gear 32 so as to be in a parallel relationship with each other. Further, a brake B0 is provided between the sun gear 32 and the housing HU.

The sun gears 41 and 42 of each planetary gear mechanism of the first transmission unit 40 are provided on a common sun gear shaft 43, and are provided on the left (front side) planetary gear mechanism of the first transmission unit 40 in the drawing. A clutch C1 is provided between the ring gear 44 and the ring gear 33 in the second transmission section 30.

The sun gear shaft 43 and the second transmission 30
A clutch C2 is provided between the clutch C2 and the ring gear 33. In the first transmission section 40, the carrier 45 of the planetary gear mechanism on the left side in the figure and the ring gear 46 of the planetary gear mechanism on the right side (rear side) are integrally connected. An output shaft 47 is connected to the carrier 45 and the ring gear 46.

A brake B1 which is a band brake
Are provided to stop the rotation of the sun gear shaft 43. Specifically, the brake B1 is provided on the outer peripheral side of the clutch drum of the clutch C2. A one-way clutch F1 is provided between the sun gear shaft 43 and the housing HU.
And the brake B2 are arranged in series. Further, a one-way clutch F2 and a brake B3 are arranged in parallel between the carrier 48 and the housing HU in the rear planetary gear mechanism.

FIG. 5 shows the essential parts of the hydraulic control device C in detail.

In the figure, reference numeral 74 denotes a manual valve. The manual valve 74 is connected to the shift device 17.
Equipped with a spool 72 that is moved in conjunction with the movement of
It is connected to a line pressure oil passage 76 for guiding a line pressure PL adjusted by a primary regulator valve (not shown). That is, the spool 72 in the 3, D or DM range.
Is positioned at the D position shown in the figure, a forward range pressure having the same magnitude as the line pressure PL is output from the D port 78. In the S (2) range, the spool 72
Positioning the D port 78 and S
The line pressure PL is output from the port 80, and in the L (1) range, the spool 72 is positioned at the L position, so that the line pressure PL is output from the D port 78, the S port 80, and the L port 82.

The line pressure PL output from the D port 78 is supplied to the clutch C1 and to the first solenoid valve (solenoid) 62 and the third solenoid valve 66 via orifices 84 and 88, respectively. . The line pressure PL in the line pressure oil passage 76 is also supplied to the second solenoid valve 64 via the orifice 86. First to third solenoid valves 6
Reference numerals 2, 64, and 66 denote on-off valves, respectively, which release the downstream sides of the orifices 84, 86, and 88 to an atmospheric pressure when in an energized state.
4, 86 and 88, the signal pressures Ps1, Ps
2. Generate Ps3.

The line pressure PL output from the S port 80 is supplied to a supply port 92 of the O / D lock valve 90. The O / D lock valve 90 has a spool 98 selectively positioned at a non-lock position where the supply port 92 communicates with the output port 94, a lock position where the output port communicates with the drain port 96, and the spool 98. 10 for urging the spring toward the lock position
0, and an oil chamber 102 to which the signal pressure Ps1 is guided to position the spool 98 at the unlocked position. O /
When the shift device 17 is operated in the S range or the L range and the first solenoid valve 62 is in the non-excited state, the D lock valve 90 activates the coast brake cutoff valve 1.
The hydraulic pressure for preferentially locating the 04 in the non-cut position is output from the output port 94.

Coast brake cutoff valve 104
Is for operating the engine brake at the first speed and the second speed in the direct shift mode, and has an input port 106 connected to the D port 78 of the manual valve 74 and a drain port 118, The output port 1 connected to a first D port 162 of a 2-3 shift valve 148 to be described later is connected to one of the input port 106 and the drain port 118 by the spool 110.
08 is selectively communicated. Reference numeral 112 denotes a spring that urges the spool 110 in the valve opening direction. Reference numeral 114 denotes an oil chamber that accommodates the spring 112 and receives a hydraulic pressure from the output port 94.
116 is a signal pressure Ps3 for positioning the spool 110 at the cut position against the urging force of the spring 112.
It is an oil chamber to accept.

With this configuration, when the signal pressure Ps3 is generated, the spool 110 is positioned at the cut position. However, when the oil pressure from the output port 94 is acting on the oil chamber 114, the spool 110 has priority. At the non-cut position.

The 1-2 shift valve 120 is a valve that is switched by the second solenoid valve 64 when shifting from the first speed to the second speed, and accommodates a spool 122 and a spring 124 for urging the spool 122. An oil chamber 126 and an oil chamber 128 for receiving a signal pressure Ps2 for moving the spool 122 against the spring 124 are provided.

The 1-2 shift valve 120 has a second coast port 130 and a first brake port 133 selectively connected to one of the second coast port 130 and the drain port 132. The first brake port 133 is connected to the brake B1 via a second coast modulator valve 134. Also, the 1-2 shift valve 120 includes:
A D port 136 communicating with the D port 78 of the manual valve 74 is provided. A brake B2 is connected to a second brake port 140 selectively communicated with one of the D port 136 and the other drain port 138. Have been. Further, a third drain selectively connected to one of the other drain port 142 and the low coast port 144 is provided.
The brake port 146 is connected to the brake B3.

The 2-3 shift valve 148 is a valve that is switched when the first electromagnetic valve 62 shifts from the second speed to the third speed, and includes a spool 150 and a spring 152 that biases the spool 150. An oil chamber 156 is provided for receiving the signal pressure Ps1 in order to move the spool 150 against the spring 152. The 2-3 shift valve 148 includes a manual valve 7
The L range pressure output from the fourth L port 82 is supplied to the oil chamber 154. The 2-3 shift valve 148 is provided with a first drain port 158, a brake port 160, and a first D port 162, and the brake port 160 is connected to the 1-2 shift valve 1
20 is connected to the second coast port 130 and the brake port 160 is connected to the first drain port 15.
8 and one of the first D ports 162.

The 2-3 shift valve 148 is provided with a hold output port 164, an input port 166, a clutch port 168, and a second drain port 170 in this order. When the first drain port 158 and the brake port 160 are in communication, the first D port 162
And the hold output port 164, the input port 166 and the clutch port 168 communicate with each other, and the brake port 1
When the port 60 communicates with the first D port 162, the hold output port 164 and the input port 166, and the clutch port 168 and the second drain port 170 communicate with each other.

Further, the 2-3 shift valve 148 is provided with a brake port 172 and a second D port 174, and the clutch port 168 is connected to the input port 166.
The second drain port 170 communicates with the brake port 172 and, conversely, the clutch port 1
When 68 is in communication with the second drain port 170, the brake port 172 and the second D port 174 are in communication. And the clutch port 1
68 is connected to the clutch C <b> 2 and the oil chamber 126 of the 1-2 shift valve 120. Also, brake port 17
2 is a low coast port 144 of the 1-2 shift valve 120 via a low coast modulator valve 176.
It is connected to the.

The 3-4 shift valve 180 is a valve that executes a shift of the second shift unit 30 by being switched by the second solenoid valve 64 when shifting from the third speed to the fourth speed. An oil chamber 186 containing a spool 182, a spring 184 for urging the spool 182,
Signal pressure P to move the spool 182 against
and an oil chamber 188 for receiving s2.

The oil chamber 186 is connected to a hold output port 164 of a 2-3 shift valve 148.
In the 3-4 shift valve 180, when the signal pressure Ps2 is supplied, the input port 190 connected to the line pressure oil passage 76 communicates with the brake port 192 connected to the brake B0, and the signal pressure Ps2 Is not supplied, the input port 190 communicates with the clutch port 194 connected to the clutch C0.

The hydraulic control device C configured as described above
As shown in the operation table of FIG. 6, the first solenoid valve 62, the second solenoid valve 64, the third
Depending on the combination of the operations of the solenoid valve 66, each friction engagement device is engaged or released to realize a predetermined gear position. In FIG. 6, a circle indicates an excited state or an engaged state.
Crosses indicate a non-excited state or a released state, respectively.

When a shift command of the first speed or the second speed in the case where a direct shift mode described later is set, the third solenoid valve 66 is energized and the coast brake cutoff valve 104 is turned off. The spool 110 is shown in FIG.
, The forward range pressure output from the D port 78 of the manual valve 74 changes to the first D port 162 of the 2-3 shift valve 148.
And the second D port 174. Therefore, the first
When establishing the first speed or the second speed, the first solenoid valve 6
2 is set to the excited state, the spool 150 of the 2-3 shift valve 148 is actuated according to the biasing force of the spring 152.
The first D port 1 is positioned at the position shown on the right side of FIG.
62 communicates with the brake port 160 and the second D port 1
74 communicates with the brake port 172. Therefore, the forward range pressure is supplied to the second coast port 130 and the low coast port 144 of the 1-2 shift valve 120 which communicate with the brake port 160 and the brake port 172, respectively.

In the 1-2 shift valve 120, at the first speed, the signal pressure Ps2 is supplied to the oil chamber 128, and the low coast port 144 is connected to the third brake port 14.
6, since the brake B3 is engaged by the supply of the forward range pressure, the rotation of the carrier 48 is prevented, and the engine brake operates even in the first speed. The 1-2 shift valve 120 is connected to the second shift valve 120.
At the speed stage, the signal pressure Ps2 is not supplied to the oil chamber 128, the second coast port 130 communicates with the first brake port 133, and the brake B1 is engaged by the supply of the forward range pressure. The rotation of the sun gears 41 and 42 in the first transmission section 40 is prevented, and the engine brake operates even in the second speed.

As described above, the automatic transmission A can perform the shift in the automatic shift mode and the shift in the manual shift mode. The switching of the mode and the selection of the shift speed in the manual shift mode are performed as follows. This is performed by the shift device 17 described above. And direct shift mode (DM)
, The switch 18A or 18 of the shift lever 18
By operating B, the gear stage can be set to any of the first to fourth gear stages, and the electronic control unit 16 for the automatic transmission changes the hydraulic control device C according to the set gear stage. A shift command signal is output to the first to third solenoid valves S1, S2, S3.

Next, control of the lock-up clutch 20 will be described.

The electronic control unit 16 for the automatic transmission engages the lock-up clutch 20 (hereinafter referred to as ON) except under specific conditions.
), And the basic control for directly connecting the torque converter 21 is executed.

In this embodiment, the following conditions (1) to (4) correspond to the specific condition, and the release of the lock-up clutch 20 is controlled (hereinafter referred to as OFF) when the specific condition is satisfied. Note that the above condition corresponds to a condition for determining that the vehicle is decelerating.

When the shift position is in two ranges When the shift position is in the L range When the shift position is in the R range When any of the following conditions is satisfied in the automatic shift mode: (a) Brake ON (b) Accelerator OFF and accelerator Within 0.5 seconds from ON to OFF Until the engine cooling water temperature reaches 60 ° C During shifting When the third solenoid valve 66 fails When the vehicle speed is lower than a predetermined value

When all of the above conditions are not satisfied, the lock-up clutch is ON-controlled (engaged).

In the direct shift mode, the lock-up clutch is turned off when the above conditions are satisfied.
Prohibit control.

Next, the contents of the lock-up clutch control will be described with reference to the flowchart of FIG.

When the lock-up clutch control starts, it is determined in step 301 whether or not the temperature of the engine cooling water is 60 ° C. or higher, and in step 303, whether or not the third solenoid valve 66 is normal. If these conditions are not satisfied, the lock-up clutch is turned off at step 325.

Next, if the engine coolant temperature is 60 ° C. or higher and the third solenoid valve 66 is normal, steps 305 to 305 are performed.
In step 09, it is determined whether the shift position is the 2 range, the L range, or the R range. If the shift position is any of these shift positions, the process proceeds to step 325 and the lock-up clutch is turned off.

If it is not any of the above shift positions, it is determined in step 311 whether or not the shift mode is the direct shift mode. If it is not the direct shift mode, that is, if it is the automatic shift mode, the determination in step 311 is N
It becomes O, and it is determined in steps 313 and 315 whether the brake is ON or the idle switch is ON. If any of them is ON, it is determined that the vehicle is being decelerated, and step 3
Proceed to 25 to turn off the lock-up clutch.

The brake is not ON and the idle switch O
If it is not N, it is determined that the vehicle is not decelerating, and the process proceeds to step 317. In this step 317, it is determined whether or not the idle switch was turned on in the previous processing. If the determination in step 317 is YES, the idle switch is turned on.
From the lock-up clutch to the OFF state in step 323 for 0.5 second.
FF is performed, and the process proceeds to step 319.

If the previous time was also OFF, the process proceeds to step 319 without passing through step 323, and it is determined whether or not the shift is in progress. If the shift is in progress, the process proceeds to step 325 to turn off the lock-up clutch and shift If not, the process proceeds to step 321 to determine whether the vehicle speed is equal to or lower than a predetermined value. If it is less than the specified value, the lock-up clutch is turned off
If it exceeds the predetermined value, it is turned ON (step 3
30).

As a result of executing the above-described flow, the lock-up clutch is turned off except when the specific conditions (1) to (4) are satisfied.
Basic control of N is realized.

On the other hand, if the direct shift mode is selected, the determination in step 311 becomes YES, and the flow passes through steps 313, 315, and 317 for deceleration lock-up clutch OFF control. In other words, the lock-up clutch OFF control during deceleration is prohibited, and the routine proceeds to step 319.

As described above, in the direct shift mode, the lock-up clutch OFF control during deceleration is not performed. Therefore, in the direct shift mode, the condition for turning on the lock-up clutch is broadened accordingly, and the state (running area) where the engine brake is sufficiently effective increases.

[0059]

As described above, according to the control device for an automatic transmission with a lock-up clutch of the present invention, in the manual shift mode, the lock-up clutch release control during deceleration is not performed, and the basic control is followed. Therefore, the number of states in which the engine brake is sufficiently effective increases, and a shift operability with good response can be realized.

[Brief description of the drawings]

FIG. 1 is a block diagram showing the gist of the present invention.

FIG. 2 is a block diagram showing one embodiment of the present invention.

FIG. 3 is a skeleton diagram of the automatic transmission A in the embodiment.

FIG. 4 is a perspective view of a shift lever used in the embodiment.

FIG. 5 is a system diagram of a hydraulic control device of the automatic transmission according to the embodiment.

FIG. 6 is an operation table of the automatic transmission according to the embodiment.

FIG. 7 is a flowchart showing an example of a control routine of the embodiment.

[Explanation of symbols]

 16: Electronic control unit for automatic transmission 17: Shift device 20: Lock-up clutch A: Automatic transmission

Continued on the front page (72) Inventor Atsushi Tabata 1 Toyota Town, Toyota City, Aichi Prefecture Inside Toyota Motor Co., Ltd. (72) Inventor Takeshi Inuzuka 10 Takane Fujii Town, Anjo City, Aichi Prefecture Inside Aisin AW Co., Ltd. (72) Inventor Masashi Hattori 10 Takane, Fujii-machi, Anjo-shi, Aichi Aisin AW Co., Ltd. (56) References JP-A-1-141272 (JP, A) JP-A-59-106757 (JP, A) JP-A-57-161358 (JP, A) (58) Fields investigated (Int. Cl. ⁶ , DB name) F16H 61/14

Claims (1)

(57) [Claims] A shift mode selecting means for selecting an automatic shift mode for automatically setting a shift stage and a manual shift mode for manually setting a shift stage, and directly connecting a torque converter by engaging a lock-up clutch except under specific conditions. And a lock-up clutch control means for executing control for releasing the lock-up clutch during deceleration. A control device for an automatic transmission with an up-clutch, characterized in that when the manual shift mode is selected, means for inhibiting release control of the lock-up clutch when the deceleration condition is satisfied is provided. Control device for automatic transmission.